Exterior Airbag Deployment Techniques

ABSTRACT

Externally deployed airbag system for a vehicle including one or more inflatable airbags deployable outside of the vehicle, an anticipatory sensor system for assessing the probable severity of an impact involving the vehicle based on data obtained prior to the impact and initiating inflation of the airbag(s) in the event an impact above a threshold severity is assessed, and an inflator coupled to the anticipatory sensor system and the airbag for inflating the airbag when initiated by the anticipatory sensor system. The airbag may be housed in a module mounted along a side of the vehicle, in a side door of the vehicle (both for side impact protection), at a front of the vehicle (for frontal impact protection) or at a rear of the vehicle (for rear impact protection). Also, the externally deployed airbag can be deployed to cushion a pedestrian&#39;s impact against the vehicle.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a divisional of U.S. patent application Ser. No.11/926,192 filed Oct. 29, 2007 which is:

1. a continuation-in-part (CIP) of U.S. patent application Ser. No.11/183,598 filed Jul. 18, 2005, now U.S. Pat. No. 7,359,782, which is:

A. a CIP of U.S. patent application Ser. No. 10/180,466 filed Jun. 26,2002, now U.S. Pat. No. 6,918,459, which is a CIP of U.S. patentapplication Ser. No. 10/097,082 filed Mar. 13, 2002, now U.S. Pat. No.6,749,218, which is a CIP of U.S. patent application Ser. No. 09/825,173filed Apr. 3, 2001, now U.S. Pat. No. 6,623,033, which is:

-   -   1) a CIP of U.S. patent application Ser. No. 09/024,085 filed        Feb. 17, 1998, now U.S. Pat. No. 6,209,909, which is a CIP of        U.S. patent application Ser. No. 08/247,760 filed May 23, 1994,        now abandoned; and    -   2) a CIP of U.S. patent application Ser. No. 09/307,883 filed        May 10, 1999, now U.S. Pat. No. 6,343,810; and

B. a CIP of U.S. patent application Ser. No. 11/111,474 filed Apr. 21,2005, now U.S. Pat. No. 7,209,221; and

2. a CIP of U.S. patent application Ser. No. 11/874,275 filed Oct. 22,2007; and3. a CIP of U.S. patent application Ser. No. 11/876,861 filed Oct. 23,2007.

This application is related to U.S. patent application Ser. No.11/735,575 filed Apr. 16, 2007 on the grounds that they contain commonsubject matter.

These applications are incorporated by reference herein in theirentirety.

FIELD OF THE INVENTION

This invention relates generally to systems and methods for detectingand obtaining information about objects around a vehicle which arelikely to impact the vehicle and taking action to reduce the potentialharm caused by the impact. More particularly, the present inventionrelates to anticipatory sensing of an impact involving a vehicle andtaking action to reduce the potential harm caused by the impact, namely,deployment of an external airbag to protect a pedestrian or anothertypes of action which can reduce the severity of the impact on thevehicular occupants or even possibly avoid the impact.

All of the references, patents and patent applications that are referredto herein are incorporated by reference in their entirety as if they hadeach been set forth herein in full. Note that this application is one ina series of applications covering safety and other systems for vehiclesand other uses. The disclosure herein goes beyond that needed to supportthe claims of the particular invention set forth herein. This is not tobe construed that the inventors are thereby releasing the unclaimeddisclosure and subject matter into the public domain. Rather, it isintended that patent applications have been or will be filed to coverall of the subject matter disclosed below and in the current assignee'sgranted and pending applications. Also please note that the termsfrequently used below “the invention” or “this invention” is not meantto be construed that there is only one invention being discussed.Instead, when the terms “the invention” or “this invention” are used, itis referring to the particular invention being discussed in theparagraph where the term is used.

There are numerous methods and components described and disclosedherein. Many combinations of these methods and components are describedbut in order to conserve space the inventors have not described allcombinations and permutations of these methods and components, however,the inventors intend that each and every such combination andpermutation is an invention to be considered disclosed by thisdisclosure. The inventors further intend to file continuation andcontinuation in part applications to cover many of these combinationsand permutations.

BACKGROUND OF THE INVENTION 1. Vehicle Exterior Monitoring

1.1 General

During the process of operating a motor vehicle, it is necessary for theoperator to obtain information concerning the proximity of variousdangerous objects and their relative velocities for the operator to makesound driving decisions, such as whether or not there is enough time tochange lanes. This information should be obtained from the area thatcompletely surrounds the vehicle. In order to gather this information,the operator is frequently required to physically turn his or her headto check for occupancy of a blind spot, for example. In taking such anaction, the attention of the driver is invariably momentarily divertedfrom control of the vehicle.

For an automobile, the blind spots typically occur on either side of thevehicle starting approximately at the position of the driver andextending backwards sometimes beyond the rear of the vehicle. Thelocations of these blind spots depend heavily on the adjustment of theangle of the rear view mirror. Different areas are in the blind spotdepending on the mirror angle. Since it is in general not known whetheror how the mirror is set for the particular vehicle, a blind spotdetector must detect objects anywhere along the sides of the vehicleregardless of the mirror setting.

The problem is more complicated for trucks, enclosed farm tractors andconstruction equipment that not only can have much larger blind spotsalong the sides of the vehicle but also can have a serious blind spotstarting in front of the right front bumper of the vehicle and extendingbeyond the right door. This blind spot is particularly serious withtrucks and even vans, SUVs and cars in urban driving where smallvehicles, motorcycles, pedestrians, bicycles etc. in this area can becompletely hidden from the view of the driver.

Several systems have been designed which attempt to rotate the mirror topick up or allow a driver to visually see the object in the blind spot.This is difficult to do without knowledge of the location of the eyes ofthe driver. For most systems that do not incorporate an occupant sensorcapable of determining the location of the driver's eyes, there is arisk that the mirrors will be positioned wrongly thus exacerbatingrather than helping the blind spot detection problem. Also, a systemthat rotates the mirror will make the driver nervous since he or shewill not be able to see the scene that he or she is accustomed to seeingin the mirror.

Monitoring systems that are based on radar or ultrasound have beenavailable but not widely adopted for automobile blind spot detection forreasons related to cost, accuracy and false alarms. Both systems usebeams of energy that can become several feet in diameter by the timethey reach the edges of the blind spot and thus can confuse a largevehicle or a guardrail, sign, parked car etc. two lanes over with avehicle in the blind spot. Some such systems attempt to filterthreatening objects from non-threatening objects based on the relativespeed of the object and thus err by eliminating a significant number ofsuch threats. A tradeoff exists in all such systems where, if allthreatening objects are made known to the driver, the false alarm ratebecomes unacceptable and the driver soon loses confidence in the systemand ignores it. If the false alarm rate is kept low, many dangeroussituations are ignored.

These prior art systems thus have serious failure modes. The lesson isthat if a vision-based system such as the rear view mirror is going tobe replaced with a non-vision system, then the non-vision system must bealmost as good as the vision system or it will not be adopted.

Some other problems arise when a vehicle strays into the lane of thehost vehicle, i.e., the vehicle with the blind spot detector. Mostsystems will fail to warn the operator and thus an accident can result.As such, the blind spot problem is really two problems relating to themotion of the potentially striking vehicle and the potentially struckvehicle.

A problem that is addressed herein is to determine what information isneeded about the object in the blind spot and then the manner in whichthis information is presented to the vehicle operator so as to eliminateaccidents caused by the failure of the operator to see such an object.This information includes the accurate location of the object relativeto the host vehicle, its size, its relative and/or absolute speed, andthe identity or kind of object. This information must be knownregardless of the changes in road geometry such as steep hills and sharpcurves or changes in environmental conditions. Naturally, the systemmust be low cost if it is going to be purchased by the public orinstalled by vehicle manufacturers.

Studies have shown that giving the driver an extra half-second couldeliminate as many as 50 percent of the accidents. Thus, the risk of anaccident must also be communicated to the operator in a timely fashionto permit the driver to take evasive action or not take a particularaction such as a lane change.

What is needed therefore is a system that acts like the eyes of thedriver and interprets the situation and only gives a warning when thereis a real possibility of an accident. A passive warning can be given inthe form of a light on the mirror whenever an object is in the blindspot; however, an active signal such as an audible signal or anintervention in the steering of the automobile should only be providedwhen it is necessary to prevent an accident. This system must work withvery high reliability and accuracy since the consequences of an errorcan be serious injuries or death.

1.2 Blind Spot Detection Systems

The term “blind spot” as used herein is meant to include more than thecommon definition of the term. See section 7. Definitions for a morecomplete definition.

In U. Dravidam and S. Tosunoglu, “A survey on automobile collisionavoidance system”, Florida conference on recent advances in robotics1999, the authors provide a good review of the field of obstaclesensors. What follows is a summary of their analysis. Obstacle sensorssuch as used for blind spot detection can be divided into three types:

Optical sensors include passive infrared, laser radar and vision. Theygenerally are sensitive to external environmental conditions, which maynot be a problem for blind spot detection since the objects to bedetected are usually nearby the host vehicle. Passive infrared andvision cannot provide a direct measurement of distance to an objectunless part of the field of view is illuminated by a point or structuredlight. Laser radar does provide the capability of direct distancemeasurement, as will be described below, and a stereo camera can alsoprovide distance information.

AMCW (amplitude modulated continuous wave), FMCW (frequency modulatedcontinuous wave) and impulse and noise or pseudo-noise (CDMA—codemodulated multiple access) radar are not generally affected by adverseenvironmental conditions. Although relatively expensive, FMCW radar is agood technique for long-range distance measurement provided the objectto be measured can be separated from other objects. Radar in general hasa high false alarm rate due to the large pixel size at any significantdistance from the host vehicle, to multipath effects and reflectionsfrom signs, bridges, guardrails etc.

Ultrasonics are good in applications where only short relative distancemeasurements are required, since they are able to provide high distanceto the target resolution for a relatively low cost. However, for imagingapplications, the slow speed and relatively large pixel size rendersultrasonics marginal even for close up targets. Also, ultrasonic wavescan be significantly distorted by thermal gradients and wind.

Various researchers have attempted combinations of these technologieswith the particular combination of laser radar and pulse or FMCW beingquite advantageous for long distance collision avoidance applications.

What follows in a brief description of the principles of operation fordifferent types of sensors including their main advantages anddisadvantages. For blind spot applications, sensors should be able toaccurately determine the location of the object and the speed of theobstacle relative to the host vehicle. How well this is achieved can bemeasured with the following indicators:

Sensing range: the maximum and minimum range over which the techniquecan be used.

Range Resolution: the relative change in range that can be measured.

Pixel Resolution: the width of the beam or size of the pixel receivedand to which the sensor is sensitive.

Response time: how quickly the sensor can respond to a change in theblind spot occupancy.

Ultrasonics: These sensors work by measuring the time-to-flight of ashort burst of ultrasound energy typically at a frequency of 30-200 kHz.The time taken for the ultrasonic waves to travel to and return from theobstacle is directly proportional to the distance between the obstacleand the host vehicle. The main advantage is their relative low cost andsmall size. These sensors are also very sensitive to changes in thedensity of air that can be caused by, e.g., high wind velocity andtemperature gradients. Velocity can be measured by the Doppler frequency

Passive Infrared: These sensors measure the thermal energy emitted byobjects. Their main advantage is their low cost and small size, and maindisadvantage is their inability to determine the distance to a detectedobject and slow response time.

Laser Radar As with regular radar, two techniques exist: (1) apulsed-beam of infrared light coupled with time-of-flight measurements,and (2) the modulation of a continuous light beam. The pulsed techniqueoffers long range, high directionality, and fast response time. Itslimitations are its sensitivity to environmental conditions.

FMCW or AMCW Radar: This type of radar uses modulated microwave ormillimeter frequencies, so that the frequency difference between thereflected signal and the transmitted signal is proportional to therelative velocity of the object. When two waves of slightly differentfrequencies are used, the distance to the object can also be determinedby the phase relationship between the two received reflections. Despiteits high cost, this technique offers the advantages of being insensitiveto environmental conditions, but the disadvantage of having a largepixel size. Velocity can be measured by the Doppler frequency shift.

Impulse Radar: This radar differs from FMCW in that it uses very shortpulses instead of a continuous wave. Like FMCW radar, it is insensitiveto environmental conditions, and the cost is significantly lower thanFMCW. Distance can be determined by time-of-flight measurements andvelocity can be determined from successive distance measurements. Italso has the disadvantage of having a large pixel size resulting in ahigh false alarm rate and too little information to permit objectidentification.

Capacitive and Magnetic: Capacitive and magnetic sensors are able todetect close objects (within about 2 m.), using the capacitance ormagnetic field variations between electrodes excited at low frequencies,typically about 5 kHz. Despite their limited range, they are low incost, and robust to external environmental effects. Poor resolutioncompared to other techniques makes it unlikely that these devices willbe used for blind spot detection since most objects are close to thevehicle.

Vision Systems: These techniques are based on the use of a camera andimage-processing software. They are sensitive to external environmentalconditions; however, this is not a significant shortcoming for blindspot detection. Active infrared vision systems can have significantlylonger range in smoke, fog, snow and rain than human eyesight. This isespecially the case if range gating is used (see U.S. patent applicationSer. No. 11/034,325 filed Jan. 12, 2005, now U.S. Pat. No. 7,202,776).

Considering now some relevant patent prior art. U.S. Pat. No. 4,766,421;U.S. Pat. No. 4,926,170; U.S. Pat. No. 5,122,796; U.S. Pat. No.5,311,012; U.S. Pat. No. 5,122,796; U.S. Pat. No. 5,354,983; U.S. Pat.No. 5,418,359; U.S. Pat. No. 5,463,384 and U.S. Pat. No. 5,675,326 andInternational Publication No. WO 90/13103 are all assigned toAuto-Sense, Ltd., Denver, Colo. and describe modulated optical systems.However, these references do not disclose a camera and in fact, eachreceiver is a single pixel device. The sensor is not mounted on the siderear view mirror but instead is mounted on the rear of the vehicle.These references disclose the use of multiple detectors and therebyachieving a sort of mapping of the detected object into one of severalzones. The references also provide a crude velocity measurement of theobject moving from one zone to another. Otherwise, they do not provideaccurate ranging.

These references describe a blind spot detection system wherein beams ofinfrared radiation are sent from the interrogating or host vehicle at asignificant angle in order to illuminate possible objects in an adjacentlane. No direct measurement of the distance is achieved, however, insome cases multiple detectors are used in such a way that when theadjacent detected vehicle is very close to the detector, that is, belowthe threshold distance, the sensing of the adjacent vehicle issuppressed. In other cases, multiple beams of infrared are used anddistance is inferred by the reception of reflected radiation. Thedetectors are single pixel devices. No attempt is made to image thedetected object. Also, no attempt is made to directly measure thelocation of the detected object.

U.S. Pat. No. 5,008,678 describes a phased array radar system whereinthe antenna can be made to conform to the geometry of an edge of theautomobile. The locations of the antenna, however, make it difficult todetect many objects in the side blind spots. The particular location andvelocity of such objects are also not accurately determined. No image ofthe device is formed. The device is based on a single pixel having arelatively large size making recognition and identification of theobject impossible.

U.S. Pat. No. 5,087,918 describes the use of a combination of two typesof radar: dual frequency Doppler radars and frequency modulatedcontinuous wave radar (FMCW). The system provides an indication of therange of the object from the vehicle but does not indicate where in aplane perpendicular to the vehicle the object is located and thereforewhether it is a threat or not. Also, the system does not apply patternrecognition so that different types of objects in the blind spot can beidentified. This patent gives a good description of the limitations ofradar systems.

U.S. Pat. No. 5,229,975 describes a method for diagnosing when thesystem is not operating properly by placing an LED outside the vehiclenext to the sensor. This is a single pixel device and thus no imaging orobject recognition is possible. Range is not measured directly butthrough a series of sensors whereby each sensor covers a particularzone. Thus, no accurate range measurement is provided. As the objectmoves in the blind spot area, it is sensed by a variety of the sensorsand the last one to sense it gives a crude indication of the distance.

U.S. Pat. No. 5,235,316 describes an ultrasonic blind spot detectingsystem that in fact interrogates as much as 200 degrees around thevehicle. It is mounted in place of the conventional mirror and a newside mirror is provided. The ultrasonic sensor rotates until it locatesan object and then it causes the mirror to rotate so that the driver cansee the object. The patent does not take an image of the threateningobject or the object in blind spot. It is a one-pixel device and it doesnot employ pattern recognition. Additionally, it provides too muchinformation for the driver thus creating the possibility of driverinformation overload.

U.S. Pat. No. 5,289,321 describes a camera and an LCD display on theinstrument panel. The camera views rearward and the driver sees theimage captured on an LCD. It does not disclose a camera mounted on therear view mirror. The main problem is that the LCD driver-viewing screenis more likely to confuse than to aid the driver due to its poor dynamiclight intensity range and the ability to relate the image to thelocation and velocity of the object in the blind spot.

U.S. Pat. No. 5,291,261 describes illumination ports at an angle withrespect to single pixel receiver ports. Fiber optics are used totransmit the few pixels to a central processing station. There is nodirect ranging. Some crude ranging is accomplished since when the objectis in certain zones where the projected light overlays the receivingfields, the reflected light can be sensed. It requires multiplelocations and cannot be mounted, for example, on the side rearviewmirror.

U.S. Pat. No. 5,325,096 uses Doppler radar to determine the presence andrelative velocity of an object blind spot. It filters out stationaryobjects and concentrates only on those objects that have approximatelythe same velocity as the vehicle. As a result, many objects, such as ahigh speed passing vehicle, are missed. A light is used to indicate thepresence of an occupying item in the blind spot area and an audiblealarm is sounded when the turn signal is activated. There is some cruderange measurement possible. It is also a single pixel device and thus,no image of the object can be formed. It invariably will miss objectsthat move rapidly into blind spot. There is no precise ranging. It doesnot appear that the system can be easily adjusted for vehicles ofdifferent length.

U.S. Pat. No. 5,424,952 describes an optical system using cameraswherein distance is measured stereoscopically. Objects that are not inthe adjacent lane are ignored. The problems are that no attempt is madeto analyze the image or to determine its velocity and therefore, a highfalse alarm rate can be expected. Although the image is captured, theinformation is ignored except for its use to determine a stereodistance.

U.S. Pat. No. 5,467,072 describes a phased array radar system that canscan the blind spot as well as all other areas around vehicle. However,the system does not provide an image and therefore no optical patternrecognition is possible. The 10-degree divergence angle of radarindicates that a single pixel has a diameter of over 3 feet at 20 feetfrom the radar transmitter, which is insufficient resolution todetermine the lane that the threatening vehicle is occupying, especiallyif there is a slight curvature in the road. Such a system is notsufficiently accurate to provide drivers who are attempting to mergeinto adjacent lanes with sufficiently accurate position information topermit a safe merge under heavy traffic without visual contact.Additionally, there is no pattern recognition claimed or even possiblewith this low resolution device.

U.S. Pat. No. 5,517,196 describes a multi-frequency radar system usingDoppler techniques. Stationary objects are filtered out. In fact, thesystem also only looks at objects that are traveling at approximatelythe same speed as the host vehicle. It has a good range of 0.25 to 100feet. Some problems are that this system will interfere with othervehicles having the same system. There appears to be no directmeasurement of the object's position, but it does give a good distanceresolution of 0.55 feet. This patent also contemplates the use ofsteering wheel angle and vehicle speed inputs to the system. Even thoughultrasonic, infrared and radar are disclosed, it is still a single pixelsystem. Once again, the system will invariably miss a high-speed vehiclepassing on either the right or the left since it is limited to a twomile per hour velocity difference between the blind spot object and thehost vehicle. It also appears to be a very expensive system. Anotherpotential problem is that when an especially long truck having thesystem of this patent is turning, the system would pick up the end oftruck and treat it as an object in the blind spot.

U.S. Pat. No. 5,668,539 uses thermal imaging to recognize a car or truckin the blind spot. It uses a vibrating element between the field of viewcontaining the blind spot using three lenses thus giving three differentlocations and a reference field of view that is the road behind thevehicle. One problem with this device is that this system does not knowwhere the infrared rays are coming from. It could be from the sun orfrom reflections from the wrong lane. The slow cycle time preventsaveraging to eliminate errors. At a 60 km per hour passing rate, thevehicle will travel 1.7 m each cycle based on a 10 hertz cycle rate. Thepatent also mentions that the form of the signal that comes from avehicle and the blind spot has high frequency associated with it whereasthe form of the signal from the road does not. This is an alternatemethod of discriminating between a vehicle and the road but one thatstill lacks resolution.

U.S. Pat. No. 5,670,935 describes a camera and a display where theactual images of the vehicle in the blind spot and behind the subjectvehicle are displayed on the visual display. Unfortunately, the variousfigures in the patent that illustrate this phenomenon are not accurateand appear to show that the positions of the vehicles relative to thesubject vehicle can be visually seen which is not the case. Thus, theinvention described in this patent cannot be used for blind spotdetection in the manner described since the relative locations ofvehicles cannot be determined. Also, no attempt has been made toidentify and analyze objects in the blind spot and warn the driver of apending accident.

U.S. Pat. No. 5,765,116 describes a system wherein a torque isartificially applied to the steering wheel to keep a driver in thecenter of his lane. This is not a blind spot related patent but thissame technique can be used to prevent a driver from attempting to changelanes when there is an object in the blind spot.

U.S. Pat. No. 6,038,496 describes a lane boundary finder. It uses alinear array of LEDs plus a linear CCD with a total of 64 pixels in theCCD array. It can be used for blind spot monitoring, although this isnot the main purpose of this invention. The CCD array suffers from theproblem that, due to its limited dynamic range, it can be overwhelmed bylight from the sun, for example, reflected off a vehicle or othersurface. Since there is only a linear array of only 64 pixels, noinformation as to what is in the blind spot can be obtained. In otherwords, the system knows that something is in the blind spot but does notknow what it is or even accurately where it is. Nevertheless, the use ofthe scanning system disclosed wherein the particular pixel or the beamthat is being activated to create a light on a leading or reflectingsurface is an important addition to the technology and may also be usedwith this invention.

International Publication No. WO 95/25322 describes a passive infraredblind spot detector that processes infrared waves based on a crude formof pattern recognition. There is no accurate ranging and there willlikely be a high false alarm rate with this system. There is alsosometimes a period when the system is unavailable due to changes inambient conditions such as the start of a rain shower or when thetemperature of the road changes due to shading. It is a one-pixel deviceand therefore does not permit the location of the object in the blindspot to be determined. This device and other similar passive infrareddevices will have trouble distinguishing between a small objects such asa motorcycle which is relatively close to the sensor and larger objectssuch as a truck which are relatively far away, for example two lanesover. As a result, it will likely falsely indicate that a relativelylarge object is within a danger zone when in reality the object is at adistance and does not pose a threat.

International Publication No. WO 99/42856 describes a rear of vehiclemounted blind spot detector based on various radar systems. It has thecapability of tracking multiple targets and of accurately determiningthe ranges to the various targets using range-gating techniques. It doesnot attempt to capture an image of an object in the blind spot ordetermine the identity of such an object and thus many non-threateningobjects will appear to be threatening. Accordingly, the system can beexpected to have a high false alarm rate.

In general, the poor resolution of radar systems requires that they userelative velocity as a filter in order to reduce the false alarm rate.As a result, such systems miss a high-speed vehicle that is in the blindspot and was not observed approaching the blind spot by the driver. Thisis a very common occurrence on European superhighways and in the UnitedStates on two lane roads.

Thus, none of the related art described above discloses a method orapparatus of monitoring the area surrounding a vehicle that analyzes animage of one or more objects that occupy the blind spot, identifyingthem and determining the location and relative velocity of the objectsrelative to the host vehicle in a manner that permits an accuratewarning to be issued to the driver of a potentially dangerous situation.

1.3 Optical Methods

Optics can be used in several configurations for monitoring the exteriorof a vehicle. The receiver can be a CCD or CMOS imager, to receive theemitted or reflected light. A laser can either be used in a scanningmode, or, through the use of a lens, a cone or beam of light can becreated which covers a large portion of the object in the blind spot.Alternately, a combination of these techniques can be used such as ascanning beam or an adjustable lens system that converts a laser beam toa converging, constant diameter or expanding illuminator. In theseconfigurations, the light can be accurately controlled to onlyilluminate particular positions of interest on the vehicle. In thescanning mode, the receiver need only comprise a single or a few activeelements while in the case of the cone of light, an array of activeelements is needed. The laser system has one additional significantadvantage in that the distance to the illuminated object can bedetermined as disclosed in U.S. Pat. No. 5,653,462.

In a simpler case, light generated by a non-coherent light emittingdiode (LED) device is used to illuminate a desired area. In this case,the area covered is not as accurately controlled and a larger CCD orCMOS array is required. Recently, the cost of CCD and CMOS arrays hasdropped substantially with the result that this configuration is now acost-effective system for monitoring the blind spot as long as thedistance from the transmitter to the objects is not needed. If greaterdistance is required, then a laser system using modulation and phasedetection or time-of-flight techniques, a stereographic system, afocusing system, a combined ultrasonic and optic system, or a multipleCCD or CMOS array system as described herein, or other equivalentsystems, can be used. In a particular implementation, the illuminatinglight is in the form of a modulated infrared laser light that is scannedin a line that illuminates an object in the blind spot. The reflectedlight is received by a pin or avalanche diode, or equivalent, afterpassing through a narrow frequency band notch or other appropriatefilter. The diode is a single pixel device, although several or an arrayof diodes can be used, but since the direction of the transmitted lightis known, the direction of the reflected light is also known. The phaseof received light is then compared with the transmitted light. Themodulating frequency can be selected so that no more than one wavelengthof light exists within the blind spot area. The location of thereflecting object can then be determined by the phase difference betweenthe transmitted and reflected light. Although the described system usesa line scan, it is also possible to use a two-dimensional scan andthereby obtain a three-dimensional map of the area of interest. This canbe done using a pin or avalanche diode or equivalent as described or thelight can be received by a CMOS array and can be monitored on a pixel bypixel basis in a manner similar to the PMD system described in Schwarte,et. al. “New Powerful Sensory Tool in Automotive Safety Systems Based onPMD-Technology” 4th International Conference—Advanced Microsystems forAutomotive Applications, Apr. 6th/7th, 2000, Berlin (Germany). In thislatter case, the entire blind spot area may be flooded with modulatedinfrared light as described in the paper. On the other hand, it isdifficult to overcome the light from natural sources such as the sun bya single floodlight source and therefore a line or even a scanning pointsource permits better distance measurement using a light source ofreasonable intensity. An alternative is to increase the power of thetransmitted illumination, for example by using a high power diode laser,and to increase the beam diameter to remain below eye safety limits.

This technique can also be used for vehicle velocity determination andat the same time the topology of the ground covered by the scanninglaser can be determined and reflections from rocks and other debris canbe eliminated from the velocity calculation for applications where theprime goal is to determine the vehicle velocity relative to the ground.

A mechanical focusing system, such as used on some camera systems candetermine the initial position of an object in the blind spot. Adistance measuring system based of focusing is described in U.S. Pat.No. 5,193,124 (Subbarao) which can either be used with a mechanicalfocusing system or with two cameras. Although the Subbarao patentprovides a good discussion of the camera focusing art, it can be morecomplicated than is needed for the practicing the instant invention. Aneural network or optical correlation system, as described below, canalso be used to perform the distance determination based on the twoimages taken with different camera settings or from two adjacent CCD'sand lens having different properties as the cameras disclosed inSubbarao making this technique practical for the purposes of some of theinventions disclosed herein. Distance can also be determined by thesystem described in U.S. Pat. No. 5,003,166 (Girod) by the spreading ordefocusing of a pattern of structured light projected onto the object ofinterest. Distance can also be measured by using time-of-flightmeasurements of the electromagnetic waves or by multiple CCD or CMOSarrays as is a principle teaching herein.

There will be conditions when the optical system from the CMOS camerahas deteriorated due to contaminants obscuring the lens. Similarly, thelight emitting laser diodes will emit less light if the lenses aresoiled. The system of this invention contemplates a continuousdiagnostic feature that will permit sensing of either of theseconditions. This can be accomplished in a variety of ways such as alaser diode aimed at the road surface close to the vehicle but withinview of the CMOS camera. If the reflection over a period of time is notsufficient, then a warning light will appear on the instrument panelinforming the driver that maintenance is required. Naturally, there aremany other methods by which a similar diagnostic can be accomplished.

Except as noted, there appears to be no significant prior art for theoptically based apparatus and methods of the inventions disclosedherein. In particular for optical systems that obtain sufficientinformation about objects in the area surrounding the vehicle to permita pattern recognition system.

1.4 Combined Optical and Acoustic Methods

Both laser and non-laser optical systems in general are good atdetermining the location of objects within the two-dimensional plane ofthe image and a pulsed or modulated laser or continuous modulated radarsystem in the scanning mode can determine the distance of each part ofthe image from the receiver by measuring the time-of-flight, correlationor by phase measurement. It is also possible to determine distance withthe non-laser system by focusing as discussed above, orstereographically if two spaced apart receivers are used and, in somecases, the mere location in the field of view can be used to estimatethe position of the object in the blind spot, for example.

Acoustic systems are additionally quite effective at distancemeasurements since the relatively low speed of sound permits simpleelectronic circuits to be designed and minimal microprocessor capabilityis required. If a coordinate system is used where the z-axis is from thetransducer to the object, acoustics are good at measuring z dimensionswhile simple optical systems using a single CCD are good at measuring xand y dimensions. The combination of acoustics and optics, therefore,permits all three measurements to be made from one location with lowcost components as discussed in U.S. Pat. No. 5,835,613 and U.S. Pat.No. 5,845,000.

One example of such a system is an optical system that uses naturallight coupled with a lens and CCD or CMOS array which receives anddisplays the image and an analog to digital converter (ADC), or framegrabber, which digitizes the output of the CCD or CMOS and feeds it toan artificial neural network (ANN), correlation system or other patternrecognition system for analysis. This system uses an ultrasonictransmitter and receiver for measuring the distances to the objectslocated in the area or volume of interest. The receiving transducerfeeds its data into an ADC and from there, the converted data isdirected to the ANN. The same ANN can be used for both systems therebyproviding full three-dimensional data for the ANN to analyze. Thissystem, using low cost components, will permit accurate identificationand distance measurements not possible by either system acting alone. Ifa phased array system is added to the acoustic part of the system, theoptical part can determine the location of the object and the phasedarray can direct a narrow beam to the location and determine thedistance to the object through time-of-flight, for example. Thistechnique is especially applicable for objects near the host vehicle.Naturally, the combination of radar and optics can also be used in asimilar manner at a significant cost penalty.

Although the use of ultrasound for distance measurement has manyadvantages, it also has some drawbacks. First, the speed of sound limitsthe rate at which the position of the object can be updated. Second,ultrasound waves are diffracted by changes in air density that can occurwhen thermal gradients are present or when there is a high-speed flow ofair past the transducer, compensation techniques exist as reported inthe current assignee's patents and applications such as U.S. Pat. No.6,279,946, U.S. Pat. No. 6,517,107 and U.S. Pat. No. 6,856,876. Third,the resolution of ultrasound is limited by its wavelength and by thetransducers, which are high Q tuned devices. Typically, the resolutionof ultrasound is on the order of about 2 to 3 inches. Finally, thefields from ultrasonic transducers are difficult to control so thatreflections from unwanted objects or surfaces add noise to the data. Inspite of these drawbacks, ultrasound is a fine solution in someapplications such as for velocity and displacement determination forautomobiles in rear end impacts and farm tractors and constructionmachines where the operating speeds are low compared with automobiles.

1.5 Discussion of the External Monitoring Problem and Solutions

The above review of related art blind spot detecting systems illustratesthat no existing system is believed to be sufficiently adequate. Afundamental problem is that vehicle operators are familiar with visualsystems and inherently distrust all other technology. As soon as thenon-visual system gives a false alarm or fails to detect an object inthe blind spot, the operator will cease to depend on the system.Theoretically, the best systems would be based on cameras that allow theoperator to view all of the blind spots. However, there are no adequatedisplay systems that will appear to the operator to be equivalent to anactual view of the scene. CRTs and LCDs require driver concentration anddo not have the dynamic range of lighting that is comparable to the realworld. Either the display will be too bright at night or too dim duringdaylight or the wrong object will be bright compared with the object ofinterest. Although radar systems can accurately measure distance to anobject, they are poor at placing the object in the lateral and verticalcoordinates relative to the vehicle and thus create many false alarms.

The simplest system must be able to accurately position the object inthe blind spot, or other area of interest, relative to the host vehicleand inform the driver that a collision potential exists if the driverdecides to change lanes, for example. This warning must be given to thedriver either at a place where he can almost subconsciously observe thewarning when he is contemplating a lane change maneuver, or it mustprovide an audible warning if he attempts to make such a lane changemaneuver. Finally, such a system might even prevent a driver fromexecuting such a maneuver. A more sophisticated system involving iconswill be discussed below.

To accomplish these goals, it is desirable to positively locate anobject in the area of interest such as one or more blind spots andprovide some identification as to what that object is. A driver willrespond quite differently if the object is a guardrail or a line ofparked cars then he will if it is a Porsche overtaking him at 150 kph.

Thus, the requirements of the system are to identify the object and tolocate the object relative to the host vehicle. To identify the objectpreferably requires a pattern recognition system such as neural networksor optical correlation systems discussed below. To locate the objectpreferably requires some means for measuring the distance from thecamera or other sensor to the object. A CMOS camera is quite capable ofcapturing an image of an object in the blind spot, for example, and ifthe camera is an HDRC camera, then it can perform well under all normallighting conditions from midnight to bright sunshine especially ifminimal illumination is provided on dark nights.

However, even the HDRC camera can be blinded by the sun and thus analternate solution is to use a scanning laser radar where the point ofIR can overpower the emissions of the sun at that wavelength. A scanninglaser radar can scan in either one or two dimensions depending on thedesign. The scanning mechanism can be a rotating polygon mirror,vibrating galvanometer-type mirror, a vibrating MEMS mirror or asolid-state acoustical-optical crystal. In the case of the solid-statedevice, one or more special lenses or reflectors can be used to increasethe effective scan angle. The IR wavelength can be in the far, mid ornear IR bands. If the wavelength is in the mid-IR band, it can beselected so as to provide the greatest range in rain, snow or fog. Also,its amplitude at the selected wavelength should be sufficient to bedetected in bright sunlight. Range gating can also be used to partiallyovercome the effects of rain, snow, fog and/or smoke.

An alternate to the HDRC camera is to use an electronic shutter and/orvariable iris. In this case, the camera can be operated in the rangethat best images objects of interest or a series of images can be takenat different settings and portions of each image combined to create asharp image of the area of interest as reported in S. K. Nayar and T.Mitsunaga, “High Dynamic Range Imaging: Spatially Varying PixelExposures”, Proceedings of IEEE Conference on Computer Vision andPattern Recognition, Hilton Head Island, South Carolina, June 2000, forexample.

The measurement of the distance to the object can be accomplished inmany different ways including ultrasonically, using laser radar (lidar),FMCW or AMCW radar, micropower impulse radar, any of which can becombined with range gating. All of these distance measuring techniquesas well as stereographic, focusing, structured light, triangulation,correlation using random or pseudorandom code modulation and othersimilar techniques are envisioned for use in some of the inventionsdescribed herein and in general there is little prior art describing anyof these methods or systems for monitoring the area exterior to avehicle.

A low-cost preferred approach of solving the distance-measuring problemthat is consistent with an HDRC camera system is to project onto thevolume of the area of interest a series of infrared light pulses. Thesepulses are created by an array of laser diodes that are displaced fromthe camera in such a manner that a pulse of light reflected off of anobject in the blind spot will appear on a certain pixel area in thecamera field of view and since the location of the transmission of thepulse is known and the location of the camera is known, the distance tothe reflecting surface is also known by triangulation. By a judicialchoice of transmission angles from the laser diode array, the entirevolume of the blind spot can be covered with sufficient accuracy so thatno significant object can penetrate the blind spot without creating areflection and thereby permitting the distance to the object to bedetermined. No prior art has been uncovered describing this or a similarprinciple.

In one implementation, a series of pulses from a laser diode array arecontemplated. Other techniques will also accomplish the same goal,however, at a generally higher cost. For example, a continuous laserbeam can be used that would scan the blind spot area, for example, ineither one or two dimensions. Since the direction of the laser will beknown that all times its reflection and excitation of pixels on the CMOSarray would permit, once again, an accurate, mapping of the distance tovarious points on the object in the blind spot to be accomplished. Thistechnique however requires a scanning laser system that in general,although more accurate, would be more expensive than a simple array ofLEDs. Once again, the photonic mixing device described above would alsoprovide a three-dimensional image of the contents of the blind spot aswould a similar and preferred system described below.

Another technique is to superimpose on the blind spot area, for example,a pattern of light commonly referred to as structured light. The sourceof the structured light must be displaced from the imaging array. Byobserving characteristics of the reflected pattern, such as thedistances between portions of the pattern, the distance to the objectcan be determined. This system, although common in machine visionapplications, requires greater computational resources than the simpleLED array described above. Nevertheless, it is a viable approach andenvisioned for use in the invention and again there appears to belittle, if any prior art for the use on structured light in monitoringthe area surrounding a vehicle.

Various forms of structured light coupled with other patterns which areeither inherent in the lens of the camera or are superimposedmathematically on the image can create what is commonly known as Moirépatterns that also permit the determination of the distance from thecamera to the object. In some sophisticated examples, this technique canactually provide the equivalent of topographical maps of the object inthe area of interest that would be of value in interpreting oridentifying an object. However, these techniques require morecomputational power and may are not be as cost-effective as the simpleLED array described above or a linear scanning LED or laser with a pindiode, or equivalent, receiver as disclosed below. Nevertheless, thesetechniques are viable for many applications and will become more so ascomponent prices decrease.

All of these systems permit differentiation between light that isreflected from the transmitted infrared systems and reflected light fromthe sunlight, for example. It is quite likely that at certain times,certain pixels in the camera will receive infrared radiation thatoverwhelms the reflection of the infrared sent by the host vehiclesystem. If this radiation comes from pixels other than those that areexpected, then the system will know that the results are erroneous.Thus, the systems described above have the capability of permitting thediagnosis of the data and thereby achieving a high accuracy of theresults. If the results do not agree with what is expected, then theycan be ignored. If that happens over a significant period of time, thenthe operator of the vehicle is warned that the area monitoring system isnon-operational.

Using sophisticated image processing and mathematical techniques,however, it is expected that those periods of non-functionality will beminimal. The vehicle operator however will not be subjected to a falsealarm but instead will be told that the system is temporarilynon-operational due to excessive sunlight etc. A typical driver caneasily relate to this phenomenon and thereby would not lose confidencein the system. The use of a narrow notch filter, as well as polarizingfilters, can significantly improve the separation of the artificiallyilluminated reflected light from the light reflected from the sun.

Initially, one would assume that the only situation that the driver of avehicle should be concerned with is if he or she decides to change lanesand after looking into the rear view mirror and not seeing an object inthe blind spot, proceeds to change lanes. Unfortunately, the blind spotproblem is significantly more complicated. The road may be curved andthe lane changing maneuver might be quite easily accomplished. However,based on the geometry of the blind spot detecting system, using priorart systems, the driver is warned that he cannot execute such a lanechange. This may be fallacious in that the vehicle that the systemdetermines is in the blind spot may actually be in a different lane.Under the stress of congested driving conditions, the driver will nottolerate an erroneous message and thereby he might lose confidence inthe system.

The identification of the object in the blind spot or other area ofinterest is important and a significant part of one or more of thepresent inventions disclosed below. Previous blind spot detectors haveonly indicated that there is a reflection from some object that is nearthe vehicle that may or may not interfere with the desired intentions ofthe vehicle operator to change lanes or execute some other maneuver.This is very disquieting to a vehicle operator who was told thatsomething is there but not what that something is. For example, let ussay that an operator of a vehicle wished to move that vehicle to thesituation where he is partially on the shoulder in order to avoid avehicle that is intruding onto his lane from the right. Most if not allcurrent systems would tell the vehicle operator that he cannot do so.The system described in the present invention would say that there is aguard rail fifteen feet to your left, thereby allowing movement of 10feet onto the shoulder and thereby avoid the vehicle intruding onto thelane from the right. This is a real world situation, yet all existingblind spot detection systems would give an erroneous answer or no answerat all to the vehicle operator.

Future automobile safety systems will likely be based on differentialGPS and centimeter accurate maps of the roadway. The blind spot detectorof this invention is an interim step to help eliminate some of theaccidents now taking place. The particular geometry of the road isunknown to vehicles today, therefore, a blind spot detection systemcannot use information that says, for example, that the road is about totake a sudden curve to the left, in its decision-making function.Nevertheless, this is a real situation and the system for detectingobjects in the blind spot should not give erroneous information to beoperator that he is about to have collision when the cause of thisanalysis is based on the assumption that the road will be straight whenin fact a strong left turn is taking place. Note that prior to thepresence of accurate maps even the inaccurate maps that now exist or ofprobe vehicle augmented maps can still be used to aid in this problem.

This problem cannot be solved absolutely at this time but if featuressuch as angular position of the steering wheel of the host vehicle aredata that can be entered into the system, then these types of situationscan become less threatening. A preferred implementation of the presentinvention uses data from other vehicle sources in the decision makingprocess including the steering wheel angle, vehicle speed etc. and mapand location information if available.

In prior art blind spot detection systems, the inventors have generallyrealized that the operator of the vehicle cannot be continuouslyinformed that there is an object in the blind spot. Every driver on thehighway during rush hour would otherwise be subjected to a barrage ofsuch warnings. Prior art systems have therefore generally provided anoptical warning typically placed as an LED on the rear view mirror andan audible alert sounded when the driver activates the turn signal.Unfortunately, under normal driving conditions only about 70% of driversuse their turn signals as an indication of a lane change. Understressful congested automobile driving situations, one can expect thatthe percentage would drop significantly. The driver must be warned whenhe is about to change lanes but the activation of a turn signal is notsufficient. Even crude maps that are available on route guidance systemstoday can add valuable information to the system by permitting theanticipation of a curve in the road, for example, especially ifaugmented with data from probe vehicles.

Various studies have shown that the intentions of a driver can sometimesbe forecasted based on his activities during a several second periodprior to execution of the maneuver. Such systems that monitor the driverand, using neural networks for example, try to forecast a driver'saction can be expected to be somewhat successful. However, thesecomputationally intensive systems are probably not practical at thistime.

Another method is to provide a simulated audio rumble strip or vibratingactuation to the steering wheel at such time as the driver elects toredirect the motion of the vehicle based on an object in the blind spot.Whereas a rumble strip-type message can be sent to the driver, controlof the vehicle cannot be assumed by the system since the road in factmay be executing a sharp curve and taking control of the vehicle mightactually cause an accident.

The audio rumble strip method, or a tactile or other haptic messagingsystem, is the preferred approach to informing the driver of apotentially dangerous situation. Initially, a resistance would beapplied to the steering wheel when the driver attempts to alter thecourse of the vehicle. Since the system will not know whether the driveris following a curve in the road or in fact changing lanes, the driverwill be able to easily overcome this added resistance but nevertheless,it should indicate to the driver that there is a potential problem. Ifthe driver persists, then a slight to moderate vibration would beapplied to the steering wheel. Once again, this would be easily overcomeby the driver but nevertheless should serve to positively warn thedriver that he or she is about to execute a maneuver that might resultin an accident based on the fact that there is an object in the blindspot.

The blind spot problem for trucks is particularly difficult. Trucksexperience the same type of blind spot as do automobiles where the blindspot extends the length of the vehicle. However, the truck driver isalso unable to see objects that are in another blind spot extending fromforward of the front of the vehicle back typically 25 feet. This blindspot has been discussed in U.S. Pat. No. 5,463,384 and InternationalPublication No. WO 90/13103. Trucks also have blind spots behind thetrailer that are problematic during backup maneuvers. The inventiondisclosed herein is applicable to all three blind spot situations fortrucks, automobiles or other vehicles.

It is noteworthy that some trucks have the capability of automaticallyrotating the side rear view mirrors based on the relative angle betweenthe cab and the trailer. Such mirror systems are designed so that theymaintain their orientation relative to the trailer rather than the cab.The blind spot monitoring system of this invention can make appropriateuse of this technology to monitor the space along side of the trailerrather then cab.

Buses, trucks and various municipal people conveyors also have a blindspot directly in front vehicle and children have been run over by schoolbuses when the driver was not aware that a child was crossing in frontof the bus after embarking from the bus. The system of this invention isalso applicable for monitoring this blind spot and warning a bus driverthat a child is in this blind spot.

Naturally, the images obtained from various locations outside of thevehicle can alternately be achieved by cameras or by fiber-opticsystems. The inventions herein are not limited to the physical placementof cameras at particular locations when a fiber optic transmissionsystem could be used as well.

2. Displays

Several systems have been proposed that display a view of the blindspot, using a video camera, onto a display either on the instrumentpanel or on the windshield as a “heads-up” display. Any system thatdisplays a picture of the object on the screen that is inside thevehicle is also going to confuse the driver since he or she will not beable to relate that picture to an object such as another vehicle in theblind spot on the side of the host vehicle. Additionally, the state ofthe art of such displays does not provide equally observable displays atnight and in bright sunlight. Thus, displays on a CRT or LCD are notnatural and it is difficult for a driver to adjust to these views. Thelighting of the views is too faint when sunlight is present and toobright when the vehicle is operating at night or the brightest object isnot the object of interest and can be difficult to see in the presenceof brighter objects. Therefore, none of the prior art television-likedisplays can replace the actual visual view of the occupant.

An advanced display system could be to provide a simple icon image ofthe host vehicle and all surrounding vehicles as viewed from above. Inthis manner, with a simple glance, the driver can determine the locationand identity of all objects that are in his blind spot or in thevicinity of the vehicle in any direction. If this display is keptsimple, then the problems of visual dynamic range become much lesssevere. That is, if the driver need only see dark objects on a whitebackground and if the size of these objects is significant, then thedisplay could be viewed both at night and under daylight conditions.

In some parts of the United States, satellite images are available inreal time that show traffic patterns including the subject vehicle. Ifthe vehicle knows exactly its location and the location of the image,then a view of the area surrounding the subject vehicle can besuperimposed on a display and the vehicle operator can see the trafficsituation surrounding his or her vehicle from above. Also, using patternrecognition, the salient features of the image can be extracted anddisplayed as icons on a display thereby simplifying the interpretationproblem for the driver as discussed above. However such a system wouldfail in tunnels and under heavy foliage.

A preferred implementation of at least one of the inventions herein isto use a passive optical system for monitoring the presence of objectsin the area of interest external to the vehicle. Pattern recognitiontechnologies such as neural networks and optical correlation systemswill be used to positively identify the object that is in the monitoredareas. This object may be a pedestrian, bicyclist, motorcyclist,guardrail, animal, automobile, truck, fire hydrant, tree, telephonepole, sign or whatever. The system will be trained or otherwiseprogrammed to inform the operator either optically or orally that suchan object appears in the blind spot. It will also inform the driver asto which blind spot contains the object. The system can also inform thedriver as to whether this object is moving or stationary in an absolutesense and/or also in relation to the host vehicle. This information canbe presented to the operator in a variety of ways. Initially, a light orsimple icon can appear on the rear view mirror, for example, indicatingeither that some object exists or that a particular object exists.

In more sophisticated systems, an icon representing the object can beplaced on a simple icon display which can show the vehicle from anoverhead view, or other convenient view, and an icon which shows theblind spot object and its location. Alternately, an oral annunciationcan be provided which tells the driver that, for example, there is aguardrail three feet to his left, or that there is an automobileapproaching from the rear in an adjacent lane at a relative speed of 100kph and is currently 50 feet behind the vehicle. All of these types ofwarnings can be provided if identification can be made of the object inthe blind spot and an accurate measurement made of the position andvelocity of that object relative to the host vehicle. This will bediscussed below.

It can be seen from this description that the system in accordance withthe invention will inform the driver of the type of object in the blindspot, where it is located specifically, what its velocity is relative tothe host vehicle, and in more sophisticated systems, will showgraphically an icon showing the object relative to the vehicle from anoverhead view, for example, which is easily understandable by the driverwith a mere glance at the display. Therefore, the system overcomes allof the objections and problems described above with respect to the priorart systems.

Although simple icon displays are contemplated by this invention, thisis due to the lack of sophistication or capability of current displaytechnology. In other words, the dynamic range of light that can beemitted by conventional displays is insufficient to display other thanthe simplest messages. Technology advances and it is expected thataccurate color displays with high dynamic range will be become availablebased, for example, organic display technology. When such displays areavailable, a more accurate representation of the object in the blindspot even to the point of an actual image might become feasible.

The inventions herein do not generally contemplate the use of rear viewmirrors to permit the vehicle operator to actually see the contents ofthe blind spot. This is because to accurately accomplish this requiresknowledge of the position of the eyes of the driver. It is been observedthat drivers adjust side rear view mirrors over an extended range thatrenders the use of the mirror angle unsuitable for determining theposition of the driver's eyes. Furthermore, the driver may change his orher seating position without changing the position of the rear viewmirror. Occupant sensing systems are now being developed for vehiclesthat have the capability of determining the location of the eyes of avehicle operator. For those vehicles that contain such a system, thepossibility exists not only to automatically adjust the mirror tooptimally display the contents of the blind spot, but also to change theorientation of the mirror when some object that the driver should beaware of is in the blind spot. This invention therefore contemplatessuch activities when occupant sensing systems are placed on vehicles.

U.S. Pat. No. 6,429,789 discloses the use of icons in a display systemfor sensed exterior objects but does not explain how such objects areidentified or how to effectively display the icons so as to not confusethe driver. To display an icon without knowing which icon to display orwhere to display it is of little value.

3. Identification

Neural networks and in particular combination neural networks are usedin several of the implementations of this invention as the patternrecognition technology since it makes the monitoring system accurate,robust, reliable and practical. The resulting algorithm(s) created by aneural network program is usually only a few hundred lines of codewritten in the C or C++ computer language. The resulting systems areeasy to implement at a low cost, making them practical for automotiveapplications. The cost of the CCD and CMOS arrays, for example, havebeen expensive until recently, rendering their use for around vehiclearea monitoring systems impractical. Similarly, the implementation ofthe techniques of the above referenced patents frequently requiresexpensive microprocessors while the implementation with neural networksand similar trainable pattern recognition technologies permits the useof low cost microprocessors typically costing less than $10 in largequantities.

In using neural networks the data is usually preprocessed, as discussedbelow, using various feature extraction techniques. An example of such apattern recognition system using neural networks on sonar signals isdiscussed in two papers by Gorman, R. P. and Sejnowski, T. J. “Analysisof Hidden Units in a Layered Network Trained to Classify Sonar Targets”,Neural Networks, Vol. 1. pp 75-89, 1988, and “Learned Classification ofSonar Targets Using a Massively Parallel Network”, IEEE Transactions onAcoustics, Speech, and Signal Processing, Vol. 36, No. 7, July 1988.Examples of feature extraction techniques can be found in U.S. Pat. No.4,906,940 entitled “Process and Apparatus for the Automatic Detectionand Extraction of Features in Images and Displays” to Green et al.Examples of other more advanced and efficient pattern recognitiontechniques can be found in U.S. Pat. No. 5,390,136 entitled “ArtificialNeuron and Method of Using Same and U.S. Pat. No. 5,517,667 entitled“Neural Network and Method of Using Same” to S. T. Wang. Other examplesinclude U.S. Pat. No. 5,235,339 (Morrison et al.), U.S. Pat. No.5,214,744 (Schweizer et al), U.S. Pat. No. 5,181,254 (Schweizer et al),and U.S. Pat. No. 4,881,270 (Knecht et al).

Although a trained neural network or combination neural network iscontemplated for preferred embodiments of this invention, adaptiveneural networks and other forms of artificial intelligent systems arealso applicable especially where the host vehicle may be towingdifferent loads that could confuse a static trained system. In thiscase, part of the system can be made adaptive to adjust to theparticular load being pulled by the vehicle.

4. Anticipatory Sensors

The principles of the inventions disclosed herein can also be used forother purposes such as intelligent cruise control, speed over groundsensors, parking aids, height sensors for active suspensions,anticipatory crash sensors and obstacle detection systems. Oneparticular application is for rear impact anticipatory sensors whereboth the distance and velocity (perhaps using Doppler principles whereapplicable) can be determined and used to deploy a movable headrest orequivalent.

4.1 Positioning Airbags

Frontal impacts were the number one killer of vehicle occupants inautomobile accidents with about 16,000 fatalities each year. Sideimpacts were the second cause of automobile related deaths with about8,000 fatalities each year. The number of fatalities in frontal impactsas well as side impacts has been decreasing due to the introduction ofairbags and mandatory seatbelt use laws.

Several automobile manufacturers are now using side impact airbags toattempt to reduce the number of people killed or injured in sideimpacts. The side impact problem is considerably more difficult to solvein this way than the frontal impact problem due to the lack of spacebetween the occupant and the side door and to the significant intrusionof the side door into the passenger compartment which typicallyaccompanies a side impact.

Some understanding of the severity of the side impact problem can beobtained by a comparison with frontal impacts. In the Federal MotorVehicle Safety Standard (FMVSS) 208 49 kph crash test which applies tofrontal impacts, the driver, if unrestrained, will impact the steeringwheel at about 30 kph. With an airbag and a typical energy absorbingsteering column, there is about 40 cm to about 50 cm of combineddeflection of the airbag and steering column to absorb this 30 kphdifference in relative velocity between the driver and vehicle interior.Also, there is usually little intrusion into the passenger compartmentto reduce this available space.

In the FMVSS 214 standard crash for side impacts, the occupant, whetherrestrained or not, is impacted by the intruding vehicle door also atabout 30 kph. In this case, there is only about 10 to 15 cm of spaceavailable for an airbag to absorb the relative velocity between theoccupant and the vehicle interior. In addition, the human body is morevulnerable to side impacts than frontal impacts and there is usuallysignificant intrusion into the passenger compartment. A more detaileddiscussion of side impacts can be found in a paper by Breed et al,“Sensing Side Impacts”, Society of Automotive Engineers Paper No.940651, 1994.

Ideally, an airbag for side impact protection would displace theoccupant away from the intruding vehicle door in an accident and createthe required space for a sufficiently large airbag. Sensors used forside impact airbags, however, usually begin sensing the crash only atthe beginning of the impact at which time there is insufficient timeremaining to move the occupant before he is impacted by the intrudingdoor. Even if the airbag were inflated instantaneously, it is still notpossible to move the occupant to create the desired space withoutcausing serious injury to the occupant. The problem is that the sensorthat starts sensing the crash when the impact has begun is already toolate, i.e., once the sensor detects the crash, it is usually too late toproperly inflate the airbag.

There has been discussion over the years in the vehicular safetycommunity about the use of anticipatory sensors so that the side impactaccident could be sensed before it occurs. Prior to 1994, this was notpractical due to the inability to predict the severity of the accidentprior to the impact. A heavy truck, for example, or a tree is a muchmore severe accident at low velocity than a light vehicle or motorcycleat high velocity. Further, it was not possible to differentiate betweenthese different accidents with a high degree of certainty.

Once a sufficiently large airbag is deployed in a side impact and thedriver displaced away from the door and the steering wheel, he will nolonger be able to control the vehicle that could in itself cause aserious accident. It is critically important, therefore, that such anairbag not be deployed unless there is great certainty that the driverwould otherwise be seriously injured or killed by the side impact.Anticipatory sensors have previously not been used because of theirinability to predict the severity of the accident. As discussed morefully below, the present invention solves this problem and thereforemakes anticipatory sensing practical. This permits side impact airbagsystems that can save a significant percentage of the people who wouldotherwise be killed as well as significantly reducing the number andseverity of injuries. This is accomplished through the use of patternrecognition technologies such as neural networks such as discussed inU.S. Pat. No. 5,829,782.

Neural networks, and more recently modular neural networks, are capableof pattern recognition with a speed, accuracy and efficiency previouslynot possible. It is now possible, for example, to recognize that thefront of a truck or another car is about to impact the side of a vehiclewhen it is one to three meters or more away even in fog, smoke, rain orsnow and further away if range gating is used. This totally changes theside impact strategy since there is now time to inflate a large airbagand push the occupant out of the way of the soon to be intrudingvehicle. Not all side impacts are of sufficient severity to warrant thisaction and therefore, there will usually be a dual inflation system asdescribed in more detail below.

Although the main application for anticipatory sensors is in sideimpacts, frontal impact anticipatory sensors can also be used toidentify the impacting object before the crash occurs. Prior to going toa full frontal impact anticipatory sensor system, neural networks can beused to detect many frontal impacts using data in addition to the outputof the normal crash sensing accelerometer. Simple radar or acousticimaging, for example, can be added to current accelerometer basedsystems to give substantially more information about the crash and theimpacting object than possible from the acceleration signal alone.

The side impact anticipatory sensor of this invention can use any of avariety of technologies including optical, radar (including noise radar,Micropower impulse radar, and ultra wideband radar), acoustical,infrared or a combination of these. The sensor system typically containsa neural network processor to make the discrimination however asimulated neural network, a fuzzy logic or other algorithm operating ona microprocessor can also be used.

Davis in European Patent Publication No. EP0210079 describes, interalia, a radar system for use in connection with an airbag deploymentapparatus to prevent injury to passengers when impact with anapproaching object is imminent. Voltage level inputs representative ofthe distance between an object and the vehicle, the approach rate of theobject with respect to the vehicle, the vehicle speed and drivingmonitor inputs, e.g., steering angles, turning rates andacceleration/deceleration, are all generated by appropriate detectors,weighted according to their importance to a normal vehicle operators'sensed safe or danger levels and then the weighted input voltages aresummed to provide an “instantaneous voltage level”. This instantaneousvoltage level is compared with a predetermined voltage level and if theinstantaneous voltage level falls within a predetermined safe zone,output signals are not produced. On the other hand, if the instantaneousvoltage level falls outside of the safe zone, i.e., within a dangerzone, then the system can be designed to initiate deployment of theairbag on the additional condition that the vehicle speed is above apredetermined level. For example, the system can be programmed to deploythe airbag when the vehicle speed is between 35 and 204 miles per hourat a time of about 0.2 second prior to impact thereby enabling theairbag sufficient time to fully inflate.

Davis includes a radar system that includes an antenna assembly, asignal-processing unit and an output monitor. Davis relies on a radarsignal generated by an antenna in the antenna assembly and which causesa return signal to be produced upon reflection of the radar signalagainst the approaching object. The return signal is received by atransceiver to be processed further in order to determine the distancebetween the object and the vehicle and the rate the object isapproaching the vehicle. The return signal from the radar signalgenerated by the antenna is a single pulse, i.e., a single pixel. Theelapsed time between the emission of the radar signal by the antenna andthe receipt of the return signal by the transceiver determines thedistance between the object and the vehicle and based on the elapsedtime for a series of radar signals generated at set intervals, it ispossible to determine the approach rate of the object relative to thevehicle.

In operation, the approach rate of the object relative to the vehicle,the distance between the object and the vehicle, the vehicle speed aswell as other driving parameters are converted to voltage levels. Davisthen uses an algorithm to weigh the voltage levels and compare thevoltage levels to predetermined conditions for which airbag deploymentis desired. If the conditions are satisfied by the results of thealgorithm operating on the weighted voltage levels, then the airbag isdeployed. In one embodiment, by appropriate manipulation of the voltagelevels, false-triggering of the airbag can be prevented for impacts withobjects smaller than a motorcycle, i.e., the voltage corresponding to amotorcycle at a certain distance from the vehicle is smaller than thevoltage corresponding to a truck, for example at that same distance.

Davis does not attempt to recognize any pattern of reflected waves,i.e., a pattern formed from a plurality of waves received over a setperiod of time, from many pixels simultaneously (as with light and CCDs,for example) or of the time series of ultrasonic waves. A tree, forexample can have a smaller radar reflection (lower voltage in Davis)than a motorcycle but would have a different reflected pattern of waves(as detected in the present invention). Thus, in contrast to theinventions described herein, Davis does not identify the object exteriorof the vehicle based on a received pattern of waves unique to thatobject, i.e., each different object will provide a distinct pattern ofreflected or generated waves. The radar system of Davis is incapable ofprocessing a pattern of waves, i.e., a plurality of waves received overa period of time, and based on such pattern, identify the objectexterior of the vehicle. Rather, Davis can only differentiate objectsbased on the intensity of the signal.

International Publication No. WO 86/05149 (Karr et al.) describes adevice to protect passengers in case of a frontal or rear collision. Thedevice includes a measurement device mounted in connection with thevehicle to measure the distance or speed of the vehicle in relation toan object moving into the range of the vehicle, e.g., another vehicle oran obstacle. In the event that prescribed values for the distance and/orrelative speed are not met or exceeded, i.e., which is representative ofa forthcoming crash, a control switch activates the protection andwarning system in the vehicle so that by the time the crash occurs, theprotection and warning system has developed its full protective effect.Karr et al. is limited to frontal crashes and rear crashes and does notappear to even remotely relate to side impacts. Thus, Karr et al. onlyshows the broad concept of anticipatory sensing in conjunction withfrontal and rear crashes.

U.S. Pat. No. 4,966,388 (Warner et al.) relates to an inflatable systemfor side impact crash protection. The system includes a folded,inflatable airbag mounted within a door of the vehicle, an impact sensoralso mounted within the door and an inflator coupled to the impactsensor and in flow communication with the airbag so that upon activationof the inflator by the impact sensor during a crash, the airbag isinflated.

U.S. Pat. No. 3,741,584 (Arai) shows a pressurized air container and twoair lines leading to a protective air bag. An air line passes through afirst valve which is controlled by an anticipatory sensor and the otherair line passes through a second valve controlled by an impact detector.The purpose of having two sensors associated with different valves is toensure that the protective bag will inflate even if one of the crashsensors does not operate properly.

U.S. Pat. No. 3,861,710 (Okubo) shows an airbag inflation system with asingle airbag which is partially inflated based on a signal from anobstacle detecting sensor and then fully inflated based on a signal froman impact detecting sensor. The obstacle detecting sensor controlsrelease of gas from a first gas supply source into the gas bag whereasthe impact detecting sensor controls release of gas from a second gassupply source into the gas bag. The first gas supply source includes afirst gas container filled with a proper volume of gas for inflating thegas bag to a semi-expanded condition, a first valve mechanism, a pipebetween the first gas container and the first valve mechanism and a pipebetween the first valve mechanism and the gas bag. The second gas supplysource includes a second gas container filled with gas in a volumesupplementing the volume of gas in the first gas container so that thecontents of both gas containers will fully inflate the gas bag, a secondvalve mechanism, a pipe between the second gas container and the secondvalve mechanism and a pipe between the first valve mechanism and the gasbag.

U.S. Pat. No. 3,874,695 (Abe et al.) shows an inflating arrangementincluding two inertia-responsive switches and coupled gas-generators.The gas-generators are triggered by the switches to inflate an airbag.The switches are both crash sensors and measured acceleration producedduring the collision, and thus are not anticipatory sensors. The purposeof the two switches operative to trigger respective gas-generators is toenable the airbag to be inflated to different degrees. For example, ifthe crash involving the vehicle is a low speed crash, then only switchis actuated and gas-generated is triggered and the airbag will beinflated to part of its full capacity.

In U.S. Pat. No. 5,667,246 (Scholz et al.), there are twoaccelerometers, each of which provides a signal when the value of theincrease in deceleration exceeds a respective threshold value. Thesignal from the accelerometer is set to a first ignition stage andthrough a delay member to a second ignition stage. The second ignitionstage also receives as input, a signal from the accelerometer andprovides an inflation signal only when it receives a signal from bothaccelerometers. In operation, when the accelerometer sends a signal itserves to partially inflate the airbag while full inflation of theairbag is obtained only by input from both accelerometers.

Taniguchi (JP 4-293641) describes an apparatus for detecting a bodymoving around another body, such as to detect a car thief moving arounda car. The apparatus includes a detection section supported on a supporttoll to the roof of the car. Taniguchi states that the detection sectionmay be based on an infrared, microwave or ultrasonic sensor.

4.2 Exterior Airbags

Externally deployed airbags have been suggested by Carl Clark andWilliam Young in SAE paper “941051 Airbag Bumpers”, 1994 Society ofAutomotive Engineers. Clark and Young demonstrated the concept ofpre-inflating the airbag for frontal impacts but did not provide amethod of determining when to inflate the airbag. The sensing problemwas left to others to solve.

4.3 Pedestrian Protection

Although numerous patents have now appeared that discuss using anexternal airbag for the protection of pedestrians, little if any priorart exists on using anticipatory sensing for the detection of apedestrian and for the pre-inflating of the pedestrian protectionexterior airbag.

5. Agricultural Product Distribution Machines

The following description, and similar descriptions elsewhere in thisdisclosure, of agricultural product distribution machines is adaptedfrom U.S. Pat. No. 6,285,938.

Agricultural machines used for applying product over a field will bereferred to herein as agricultural product distribution machines andinclude such machines as seeders, fertilizers, planters, sprayers, andthe like. Such machines attempt to apply the product to be distributedevenly across an entire field. With a fertilizer-distributing machine,for example, it is important that each area of the field receive therequired amount of fertilizer as accurately as possible. The practice ofaveraging product requirements for an entire field without paying closeattention to the evenness with which the product is distributed iscommon. However, averaging product requirements may result inover-fertilizing some areas of the field and under-fertilizing others.Sophisticated systems, such as supplied by Beeline of Australia, existbased on accurate mapping and differential Global Positioning Systems(DGPS) that permit the intentional uneven distribution of such productsbased on the measured needs of each area of the field but are beyond thescope of this invention. The goal of this invention is to apply an evendistribution of product without taking into consideration the variationin needs from one area to another.

Even without a DGPS based system, technological advances now enablefarmers to obtain greater accuracy in product application. For example,yield monitors used in association with a combine measure the amount ofgrain being harvested as the grain is sent to a bin in the combine. Theactual yield of the best and poorest areas can be observed on themonitor. In addition, GPS can provide information as to the approximateposition of the machinery in the field. Yield monitors combined with aGPS receiver, are used to plot yield maps and identify reasons whycertain significantly sized areas have low or high yields, which may berelated to nutrient differences. With this information, farmers can thendetermine whether a certain part of the field might need morefertilizer, less fertilizer or should be treated with a differentfarming method. Farmers can then apply fertilizer, herbicides and seedat the rate needed for a particular soil site. The DGPS system asmanufactured by Beeline permits this process to take place much moreaccurately and for much smaller areas.

Variable rate product delivery systems have been developed to allowoperators of agricultural product distribution machines to vary theapplication rate of the product. Several manufacturers of agriculturalequipment offer variable rate drive mechanisms on their machines. Onevariable rate hydraulic drive control, described in Canadian patentapplication No. 2,221,403, assigned to Flex-Coil Ltd., of California,essentially consists of an electric motor that provides a rotationaldrive rate to a hydraulic motor which controls a product meteringmechanism. The electric motor input varies with ground speed, thusproviding a consistent rate of metering product onto the field based onthe accuracy of the ground speed sensor. If the wheels of the tractorslip at a particular area in the field and this is not detected, toomuch product will be metered onto that area of the field.

A typical agricultural seeder includes a product bin and a productdistribution system. The product distribution system generally includesa series of hoses and a manifold. Product is dispensed from the bin intothe distribution system through a dispensing mechanism, such as ametering wheel, at a rate related to the desired application rate of theproduct onto the field. The dispensing mechanism is typically driven bya variable rate drive system. Again, the accuracy of seed distributionis based on the accuracy of the ground speed sensor.

All of the above prior art systems have a product dispensing raterelated to the ground speed or forward speed of the agricultural productdistribution machine. As the agricultural product distribution machinetravels across the field, a sensor system detects the ground speed. Thevariable rate drive mechanism drives the dispensing mechanismaccordingly. As the ground speed varies, the dispensing rate varies tomaintain a consistent (constant) distribution of product.

5.1 Doppler Vehicle Ground Speed Sensors

The following background, plus other general descriptions below, onvehicle speed sensors was adapted from U.S. Pat. No. 6,230,107.

To eliminate errors caused by wheel slip, for example, a common methodof measuring vehicle speed relative to the ground uses Dopplerprinciples. Such a sensor system emits ultrasonic or electromagneticwaves from the vehicle toward the ground at a specified beam angle θ andreceives waves that have been reflected from the ground. The differencein frequency Δf between the transmitted and received waves, the Dopplershift, is calculated to give the vehicle velocity V relative to theground.

V=CΔf/(2f cos(θ))  (1)

where C is wave propagation velocity in the medium.

This prior art vehicle speed determination system, however, suffers fromthe problem that when the speed of a vehicle is sensed by the Dopplersensor mounted on the vehicle body, vehicle pitching motion, forexample, changes the wave transmission angle θ decreasing the sensingaccuracy. Therefore, as pointed out in the '107 patent, a measure of atleast the pitching angle is desirable. This is solved by the '107 patentthrough the use of an angular rate sensor or gyroscope. However, such asensor only works to compensate for vehicle pitch. When the velocitysensor is mounted high on the vehicle, where it is protected fromcontamination, it will frequently receive reflections from the groundthat are at a significant distance from the vehicle and can therefore beat a significantly different altitude and thus at a significantlydifferent effective θ thus adding additional errors to the calculation.

The problem is exacerbated in the construction industry when the Dopplersensor is mounted at a level low on the vehicle such that there is astrong likelihood that mud may stick to the sensor or the sensor may getdamaged by striking rocks etc. Thus, such sensors should be mounted highon the vehicle where the ground that reflects the waves can be at asignificantly different altitude from the vehicle that may be bulldozingthe field, for example. However, if these problems are solved bymounting a Doppler radar-based velocity sensor high on the vehicle,there can be a problem where the RF radiation exceeds permitted levelsor interfere with similar systems on other vehicles at the sameworksite. Also, laser radar-based systems are to be avoided due to thedifficulty of keeping the lens of such laser radar-based systems clean.

5.2 Pulsed Ultrasonic Vehicle Speed Sensors

Thus, the ground speed sensors used for agricultural and constructionequipment control systems include Doppler radar, Doppler laser radar,Doppler ultrasonic and wheel speed sensors. As discussed in U.S. Pat.No. 4,942,558, such sensor systems can also be degraded, depending onthe particular technology used and the mounting location on the vehicle,by sensor crosstalk, vehicle vibration, temperature effects, sensingtime at low speeds, blowing grass, wheel slippage and other factors thatare eliminated or minimized by the teachings of this invention. Althoughthe '558 patent attempts to solve some of these problems, its maincontribution is the use of an ultrasonic transducer in the pulse mode.However, this is done to reduce system cost and it is not used todetermine the distance to the reflecting surface.

5.3 Other Relevant Related Art Vehicle Ground Speed Sensors

U.S. Pat. No. 4,713,665 describes an ultrasonic ground speed sensor thateliminates cross talk between a transmitting and receiving transducer.This problem is solved herein when ultrasonic sensors are used by usinga single sensor for both transmitting and receiving and controlling theringing of the transducer as disclosed in U.S. Pat. No. 6,731,569.

U.S. Pat. No. 4,728,954 describes an ultrasonic sensor that operates inthe continuous mode and uses the Doppler frequency shift for determiningvehicle velocity. No attempt is made to compensate for vehicle pitch orfor changes in ground elevation.

U.S. Pat. No. 4,942,765 uses a single transducer for both transmittingand receiving ultrasonic waves and operates in the pulse mode. Velocityis measured by the Doppler frequency shift and no attempt is made tocompensate for vehicle pitching. The sensor is mounted low on thetractor where it can be subjected to contamination and thus must beperiodically cleaned when operated in many common environments. Atemperature sensor is provided to measure the air temperature and thusto compensate for the variation in the speed of sound with temperature.

U.S. Pat. No. 5,054,003 describes a continuous ultrasonic Dopplervelocity sensor optimized for a vehicle traveling on a road bytransmitting a particular wavelength. No attempt is made to measure thedistance to the road surface and to compensate for vehicle pitching.

In the above-mentioned prior art, the sensor is not mounted high on thevehicle where it is protected from contamination and where the effectiveangle between the sensing beam and the ground is determined by measuringthe distance from the sensor to the reflection point on the groundthereby permitting compensation for both pitch and ground slope andaltitude variation. Since this angle is a critical factor in the Dopplervelocity equation, all prior art systems will suffer from thisinaccuracy.

The present invention solves this problem by measuring the distance tothe ground using either a time of flight measurement or a phasemeasurement system as described below. By practicing this invention,therefore, the accuracy with which agricultural product, for example,can be distributed is significantly enhanced thereby reducing the totalproduct used, increasing the crop yield and yielding many otheradvantages. These advantages flow from an improved accuracy in thevehicle ground speed without going to the expense of installing a DGPSsuch as based on the Beeline system. Thus, many advantages of theBeeline system are achieved at much lower cost.

Although the above-described system leads to the lowest cost series ofsolutions to the ground speed determination, and the Beeline the highestcost, there is also an intermediate solution that will now be described.

The Beeline solution requires that a differential GPS (DGPS) correctionsignal be available to the vehicle system such that the vehicle candetermine its position, and hence its velocity, to within a fewcentimeters or centimeters per second. The system uses a GPS receiver, aDGPS receiver and an inertial measurement unit (IMU) that contains threegyroscopes and three accelerometers. If only a precise velocity isrequired, then the GPS signals can be used in a differential modewithout differential corrections since the errors in the GPS signalschange slowly with time. Thus, using conventional GPS, the change in theposition of the vehicle can be known almost as accurately as with theBeeline system at a fraction of the cost.

Similarly, for position and velocity determination in between the GPSsignal receptions (once per second) instead of using an IMU, a singleaccelerometer can be used, greatly simplifying the inertial hardware andsoftware. A Kalman filter can still be used to calibrate theaccelerometer every second and the resulting linear velocity is nowknown almost as accurately as the Beeline system without the need forDGPS subscription costs and at a hardware and software cost that is asmall fraction of the Beeline system.

The system can be upgraded by adding more inertial devices(accelerometers and gyroscopes) and the vehicle system can become itsown DGPS station if precisely surveyed reference locations are known onthe field. Such locations can be magnetic markers that permit thevehicle to exactly know its position whenever it passes over the marker.Other methods of periodic precise positioning are also applicable asdisclosed in U.S. patent application Ser. No. 10/190,805 filed Jul. 8,2002.

6. Distance Measurement

As discussed above, regardless of the distance measurement system used,a trained pattern recognition system, as defined below, can be used toidentify and classify, and in some cases to locate, the illuminatedobject. Distance measurements by a variety of techniques can be used todetermine the distance from the sensor to an object in the monitoredarea. They can also determine the distance to the ground foragricultural applications, for example, and provide correctioninformation of the effective angle of transmission as will be discussedbelow.

The use of passive optical camera systems, such as the HDRC camera, hasbeen discussed and the method of using either neural networks, opticalcorrelation, or other pattern recognition systems has also been and willbe discussed that illustrates how, in the present invention, theidentity of the object occupying the area of interest will bedetermined. What follows now is a more detailed discussion of positiondetermination.

For a preferred implementation of the system, the light from laserdiodes will cross the field of view of the camera. If there is a heavyfog, for example, in the monitored area, then the reflection of thelight off of the fog will create an elliptical image on the camerasensor array. This would also be true when heavy rain, smoke or heavysnowfall is present. This fact can be used to determine visibility.Observations of visibility conditions of objects in the area surroundingthe vehicle even during severe weather conditions has led the inventorsof this invention to the conclusion that when the visibility is so poorthat the optical system using laser diodes described herein, forexample, is not functioning with sufficient accuracy, that the operatorof the vehicle should not be operating the vehicle on the roads andtherefore the vehicle operator should be informed that safe travel isnot possible. Thus, the use of radar or other technologies to view theblind spot, for example, which is actually quite close to the vehicle,is not necessary since vehicle operation should not be permitted whenthe visibility is so poor that the object cannot be seen in the blindspot, for example, by the systems of this invention. Nevertheless, theinventions herein can contribute to safe driving in these conditions, ifsuch driving is attempted, since an indication will be obtained by thesystem based on the elliptical reflections from the laser diodeindicating that the visibility is unacceptable. Note that when using ascanning IR laser radar system, the range of view of the system greatlyexceeds that of the human operator especially when range gating is usedto remove close-up reflections from the atmosphere (rain, snow, fog,smoke etc.)

For the embodiment of the invention using triangulation, it is desirablefor the laser diodes, scanning laser diode or other light source to bedisplaced as far as reasonably possible from the camera in order topermit the maximum accuracy for the triangulation calculations. In anautomobile, as much as six inches exists from one side of the exteriorrear view mirror to the other side. This is marginal. For large trucks,the vertical distance separating the top and bottom of the rear housingcan be as much as 24 inches. In both cases, the laser diode would beplaced at one extreme and the camera at the other extreme of the mirrorhousing. An alternate approach is to place the camera on the mirrorhousing but to place the light source on the vehicle side. Alternately,both the camera and the light source can be placed at appropriatepositions on the side of the vehicle. The key is that the direction ofthe light source should cross field of view of the camera at preferablya 10 degree angle or more.

Since the dots or a line created by a light source used to monitor thearea of interest will likely be in the infrared spectrum and themajority of the light coming from objects in the monitored area will bein the visible spectrum, the possibility exists to separate them throughthe use of an infrared filter which will allow more accurately thedetermination of the location of the reflection from the laser diodeonto the optical array. Such filters can be done either mathematicallyor through the imposition of a physical filter. However, this approachcan require a mechanical mechanism to move the filter in and out of thecamera field of view if visible light reception is also desired.Alternately, to eliminate the need to move the filter, a pin diode orequivalent dedicated receiver can be used to receive the reflectedinfrared light. Of course, multiple imagers can also be used, one forinfrared and another for visible.

7. Definitions

Preferred embodiments of the invention are described below and unlessspecifically noted, it is the applicants' intention that the words andphrases in the specification and claims be given the ordinary andaccustomed meaning to those of ordinary skill in the applicable art(s).If the applicants intend any other meaning, they will specifically statethey are applying a special meaning to a word or phrase.

Likewise, applicants' use of the word “function” here is not intended toindicate that the applicants seek to invoke the special provisions of 35U.S.C. §112, sixth paragraph, to define their invention. To thecontrary, if applicants wish to invoke the provisions of 35 U.S.C. §112,sixth paragraph, to define their invention, they will specifically setforth in the claims the phrases “means for” or “step for” and afunction, without also reciting in that phrase any structure, materialor act in support of the function. Moreover, even if applicants invokethe provisions of 35 U.S.C. §112, sixth paragraph, to define theirinvention, it is the applicants' intention that their inventions not belimited to the specific structure, material or acts that are describedin the preferred embodiments herein. Rather, if applicants claim theirinventions by specifically invoking the provisions of 35 U.S.C. §112,sixth paragraph, it is nonetheless their intention to cover and includeany and all structure, materials or acts that perform the claimedfunction, along with any and all known or later developed equivalentstructures, materials or acts for performing the claimed function.

Pattern recognition is commonly used in practicing the instantinvention. “Pattern recognition” as used herein will generally mean anysystem which processes a signal that is generated by an object (e.g.,representative of a pattern of returned or received impulses, waves orother physical property specific to and/or characteristic of and/orrepresentative of that object) or is modified by interacting with anobject, in order to determine to which one of a set of classes that theobject belongs. Such a system might determine only that the object is oris not a member of one specified class, or it might attempt to assignthe object to one of a larger set of specified classes, or find that itis not a member of any of the classes in the set. The signals processedare generally a series of electrical signals coming from transducersthat are sensitive to acoustic (ultrasonic) or electromagnetic radiation(e.g., visible light, infrared radiation, capacitance or electric and/ormagnetic fields), although other sources of information are frequentlyincluded. Pattern recognition systems generally involve the creation ofa set of rules that permit the pattern to be recognized. These rules canbe created by fuzzy logic systems, statistical correlations, or throughsensor fusion methodologies as well as by trained pattern recognitionsystems such as neural networks, combination neural networks, cellularneural networks or support vector machines.

A trainable or a trained pattern recognition system as used hereingenerally means a pattern recognition system that is taught to recognizevarious patterns constituted within the signals by subjecting the systemto a variety of examples. One highly successful system is the neuralnetwork used either singly or as a combination of neural networks. Thus,to generate the pattern recognition algorithm, test data is firstobtained which constitutes a plurality of sets of returned waves, orwave patterns, or other information radiated or obtained from an object(or from the space in which the object will be situated in the passengercompartment, i.e., the space above the seat) and an indication of theidentify of that object. A number of different objects are tested toobtain the unique patterns from each object. As such, the algorithm isgenerated, and stored in a computer processor, and which can later beapplied to provide the identity of an object based on the wave patternbeing received during use by a receiver connected to the processor andother information. For the purposes here, the identity of an objectsometimes applies to not only the object itself but also to its locationand/or orientation in the passenger compartment. For example, a rearfacing child seat is a different object than a forward facing child seatand an out-of-position adult can be a different object than a normallyseated adult. Not all pattern recognition systems are trained systemsand not all trained systems are neural networks. Other patternrecognition systems are based on fuzzy logic, sensor fusion, Kalmanfilters, correlation as well as linear and non-linear regression. Stillother pattern recognition systems are hybrids of more than one systemsuch as neural-fuzzy systems.

The use of pattern recognition, or more particularly how it is used, isimportant to many embodiments of the instant inventions. In theabove-cited prior art, except that assigned to the current assignee,pattern recognition which is based on training, as exemplified throughthe use of neural networks, is not mentioned for use in monitoring theinterior passenger compartment or exterior environments of the vehiclein all of the aspects of the invention disclosed herein. Thus, themethods used to adapt such systems to a vehicle are also not mentioned.

A pattern recognition algorithm will thus generally mean an algorithmapplying or obtained using any type of pattern recognition system, e.g.,a neural network, sensor fusion, fuzzy logic, etc.

To “identify” as used herein will generally mean to determine that theobject belongs to a particular set or class. The class may be onecontaining, for example, all rear facing child seats, one containing allhuman occupants, or all human occupants not sitting in a rear facingchild seat, or all humans in a certain height or weight range dependingon the purpose of the system. In the case where a particular person isto be recognized, the set or class will contain only a single element,i.e., the person to be recognized. When applied to external monitoringthe class may be all trucks, all trucks in a certain weight or sizerange and similarly for automobiles, all guard rails, all energyabsorbing crash cushions, all pedestrians etc.

To “ascertain the identity of” as used herein with reference to anobject will generally mean to determine the type or nature of the object(obtain information as to what the object is), i.e., that the object isan adult, an occupied rear facing child seat, an occupied front facingchild seat, an unoccupied rear facing child seat, an unoccupied frontfacing child seat, a child, a dog, a bag of groceries, a car, a truck, atree, a pedestrian, a deer etc.

An “object” in a vehicle or an “occupying item” of a seat may be aliving occupant such as a human or a dog, another living organism suchas a plant, or an inanimate object such as a box or bag of groceries oran empty child seat. An “occupying item” of a blind spot may be anautomobile, truck, motorcycle, pedestrian, bicycle, animal, guard rail,tree, utility pole, as well as many other objects.

A “rear seat” of a vehicle as used herein will generally mean any seatbehind the front seat on which a driver sits. Thus, in minivans or otherlarge vehicles where there are more than two rows of seats, each row ofseats behind the driver is considered a rear seat and thus there may bemore than one “rear seat” in such vehicles. The space behind the frontseat includes any number of such rear seats as well as any trunk spacesor other rear areas such as are present in station wagons.

An “optical image” will generally mean any type of image obtained usingelectromagnetic radiation including X-ray, ultraviolet, visual,infrared, terahertz and radar radiation.

In the description herein on anticipatory sensing, the term“approaching” when used in connection with the mention of an object orvehicle approaching another will usually mean the relative motion of theobject toward the vehicle having the anticipatory sensor system. Thus,in a side impact with a tree, the tree will be considered as approachingthe side of the vehicle and impacting the vehicle. In other words, thecoordinate system used in general will be a coordinate system residingin the target vehicle. The “target” vehicle is the vehicle that is beingimpacted. This convention permits a general description to cover all ofthe cases such as where (i) a moving vehicle impacts into the side of astationary vehicle, (ii) where both vehicles are moving when theyimpact, or (iii) where a vehicle is moving sideways into a stationaryvehicle, tree or wall.

An “electronic shutter” or “light valve” as used herein will mean anymethod of controlling the amount of light, or other electromagneticenergy, that can pass through the device based on an electronic signalcontrol of the device.

“Vehicle” as used herein includes any container that is movable eitherunder its own power or using power from another vehicle. It includes,but is not limited to, automobiles, trucks, railroad cars, ships,airplanes, trailers, shipping containers, barges, etc. The term“container” will frequently be used interchangeably with vehicle howevera container will generally mean that part of a vehicle that separatefrom and in some cases may exist separately and away from the source ofmotive power. Thus, a shipping container may exist in a shipping yardand a trailer may be parked in a parking lot without the tractor. Thepassenger compartment or a trunk of an automobile, on the other hand,are compartments of a container that generally only exists attaches tothe vehicle chassis that also has an associated engine for moving thevehicle. Note, a container can have one or a plurality of compartments.

“Out-of-position” as used for an occupant will generally mean that theoccupant, either the driver or a passenger, is sufficiently close to anoccupant protection apparatus (airbag) prior to deployment that he orshe is likely to be more seriously injured by the deployment eventitself than by the accident. It may also mean that the occupant is notpositioned appropriately in order to attain the beneficial, restrainingeffects of the deployment of the airbag. As for the occupant being tooclose to the airbag, this typically occurs when the occupant's head orchest is closer than some distance, such as about 5 inches, from thedeployment door of the airbag module. The actual distance where airbagdeployment should be suppressed depends on the design of the airbagmodule and is typically farther for the passenger airbag than for thedriver airbag.

“Transducer” or “transceiver” as used herein will generally mean thecombination of a transmitter and a receiver. In come cases, the samedevice will serve both as the transmitter and receiver while in otherstwo separate devices adjacent to each other will be used. In some cases,a transmitter is not used and in such cases transducer will mean only areceiver. Transducers include, for example, capacitive, inductive,ultrasonic, electromagnetic (antenna, CCD, CMOS arrays), electric field,weight measuring or sensing devices. In some cases, a transducer will bea single pixel either acting alone, in a linear or an array of someother appropriate shape. In some cases, a transducer may comprise twoparts such as the plates of a capacitor or the antennas of an electricfield sensor. Sometimes, one antenna or plate will communicate withseveral other antennas or plates and thus for the purposes herein, atransducer will be broadly defined to refer, in most cases, to any oneof the plates of a capacitor or antennas of a field sensor and in someother cases, a pair of such plates or antennas will comprise atransducer as determined by the context in which the term is used.

“Adaptation” as used here will generally represent the method by which aparticular occupant or object sensing system is designed and arrangedfor a particular vehicle model. It includes such things as the processby which the number, kind and location of various transducers aredetermined. For pattern recognition systems, it includes the process bywhich the pattern recognition system is designed and then taught or madeto recognize the desired patterns. In this connection, it will usuallyinclude (1) the method of training when training is used, (2) the makeupof the databases used, testing and validating the particular system, or,in the case of a neural network, the particular network architecturechosen, (3) the process by which environmental influences areincorporated into the system, and (4) any process for determining thepre-processing of the data or the post processing of the results of thepattern recognition system. The above list is illustrative and notexhaustive. Basically, adaptation includes all of the steps that areundertaken to adapt transducers and other sources of information to aparticular vehicle to create the system that accurately identifiesand/or determines the location of an occupant or other object in avehicle or in the area outside but within view of the vehicle.

For the purposes herein, a “neural network” is defined to include allsuch learning systems including cellular neural networks, support vectormachines and other kernel-based learning systems and methods, cellularautomata and all other pattern recognition methods and systems thatlearn. A “combination neural network” as used herein will generallyapply to any combination of two or more neural networks as most broadlydefined that are either connected together or that analyze all or aportion of the input data. “Neural network” can also be defined as asystem wherein the data to be processed is separated into discretevalues which are then operated on and combined in at least a two-stageprocess and where the operation performed on the data at each stage isin general different for each of the discrete values and where theoperation performed is at least determined through a training process.The operation performed is typically a multiplication by a particularcoefficient or weight and by different operation, therefore is meant inthis example, that a different weight is used for each discrete value.

A “wave sensor” or “wave transducer” is generally any device whichsenses either ultrasonic or electromagnetic waves. An electromagneticwave sensor, for example, includes devices that sense any portion of theelectromagnetic spectrum from ultraviolet down to a few hertz. Commonlyused electromagnetic wave sensors include CCD and CMOS arrays forsensing visible and/or infrared waves, millimeter wave and microwaveradar, and capacitive or electric and/or magnetic field monitoringsensors that rely on the dielectric constant of the object occupying aspace but also rely on the time variation of the field, expressed bywaves as defined below, to determine a change in state.

A “CCD” will be generally defined to include all devices, including CMOSarrays, APS arrays, focal plane arrays, QWIP arrays or equivalent,artificial retinas and particularly HDRC arrays, which are capable ofconverting light frequencies, including infrared, visible andultraviolet, into electrical signals. The particular CCD array used formany of the applications disclosed herein is implemented on a singlechip that is less than two centimeters on a side. Data from the CCDarray is digitized and sent serially to an electronic circuit containinga microprocessor for analysis of the digitized data. In order tominimize the amount of data that needs to be stored, initial processingof the image data takes place as it is being received from the CCDarray, as discussed in more detail elsewhere herein. In some cases, someimage processing can take place on the chip such as described in theKage et al. artificial retina article referenced above.

A “sensor” as used herein can be a single receiver or the combination oftwo transducers (a transmitter and a receiver) or one transducer whichcan both transmit and receive.

An “occupant protection apparatus” is any device, apparatus, system orcomponent which is actuatable or deployable or includes a componentwhich is actuatable or deployable for the purpose of attempting toreduce injury to the occupant in the event of a crash, rollover or otherpotential injurious event involving a vehicle

As used herein, a diagnosis of the “state of the vehicle” generallymeans a diagnosis of the condition of the vehicle with respect to itsstability and proper running and operating condition. Thus, the state ofthe vehicle could be normal when the vehicle is operating properly on ahighway or abnormal when, for example, the vehicle is experiencingexcessive angular inclination (e.g., two wheels are off the ground andthe vehicle is about to rollover), the vehicle is experiencing a crash,the vehicle is skidding, and other similar situations. A diagnosis ofthe state of the vehicle could also be an indication that one of theparts of the vehicle, e.g., a component, system or subsystem, isoperating abnormally.

As used herein, an “occupant restraint device” generally includes anytype of device which is deployable in the event of a crash involving thevehicle for the purpose of protecting an occupant from the effects ofthe crash and/or minimizing the potential injury to the occupant.Occupant restraint devices thus include frontal airbags, side airbags,seatbelt tensioners, knee bolsters, side curtain airbags, externallydeployable airbags and the like.

As used herein, a “part” of the vehicle generally includes anycomponent, sensor, system or subsystem of the vehicle such as thesteering system, braking system, throttle system, navigation system,airbag system, seatbelt retractor, air bag inflation valve, air baginflation controller and airbag vent valve, as well as those listedbelow in the definitions of “component” and “sensor”.

As used herein, a “sensor system” generally includes any of the sensorslisted in the definition of “sensor” as well as any type of component orassembly of components which detect, sense or measure something.

The term “gage” or “gauge” is used herein interchangeably with the terms“sensor” and “sensing device”.

A “blind spot”, for the purposes of this invention, will include thoseareas surrounding a vehicle that could contain an object that may noteasily be seen by the driver through the various rear view mirrors butwhich could pose a threat either to the vehicle occupants or to theoccupants of the object, or other others such as pedestrians, in theblind spot.

OBJECTS AND SUMMARY OF THE INVENTION

It is an object of the present invention to provide a new and improvedairbag module including an airbag deployable external to the vehicle.

It is another object of the present invention to provide a new andimproved airbag module in which an externally deployable airbag isdeployed based on data received by an anticipatory sensor system.

It is yet another object of the invention to provide a new and improvedarrangement and method for deploying an external airbag in which ananticipatory sensor is used to determine an impending crash and initiatedeployment of the airbag to counter the force of the colliding object.

Accordingly, some embodiments of the invention comprises an anticipatorycrash sensor arrangement which provides information about an object suchas a vehicle about to impact the resident vehicle, i.e., the vehicle inwhich the anticipatory crash sensor arrangement is situated, and causesinflation of one or more airbags, specifically, one or more airbagsarranged to deploy outside of the vehicle

One particular embodiment of the invention comprises an anticipatorysensor system which uses (i) a source of radiant energy eitheroriginating from or reflected off of an object or vehicle which is aboutto impact the side of a target vehicle, plus (ii) pattern recognitionsystems to analyze the radiant energy coming from the soon-to-beimpacting object or vehicle to (iii) assess the probable severity of apending accident and (iv) if appropriate, inflate one or more airbagsprior to the impact. Inflation of the airbag(s) preferably enablesdisplacement of the occupant away from the path of the impacting objector vehicle to create space required to cushion the occupant from animpact with the vehicle interior. Instead of or in addition to inflationof an airbag in the interior of the vehicle, an airbag may be inflatedexterior of the vehicle to resist the force of the colliding object andthereby reduce the severity of the collision.

Although a primary area of application of some embodiments of thisinvention is for protection in side impacts, embodiments of theinvention also provide added protection in frontal impacts by reducingthe incidence of injury to out-of-position occupants by permitting aslower inflation of the airbag and displacing the occupant away from theairbag prior to the impact. Additionally, embodiments of the inventioncan provide added protection in rear impacts by reducing the incidenceof injury caused by impacts of the occupants head with the headrest byprepositioning the headrest adjacent the head of the occupant based onan anticipatory rear impact sensor.

In accordance with one embodiment of the invention, a vehicle comprisesone or more inflatable airbags deployable outside of the vehicle, ananticipatory sensor system for assessing the probable severity of animpact involving the vehicle based on data obtained prior to the impactand initiating inflation of the airbag(s) in the event an impact above athreshold severity is assessed, and an inflator coupled to theanticipatory sensor system and the airbag for inflating the airbag wheninitiated by the anticipatory sensor system.

The airbag may be housed in a module mounted along a side of thevehicle, in a side door of the vehicle, at a front of the vehicle or ata rear of the vehicle. An airbag can be arranged at each of theselocations and a determination made as to which airbag should be deployedto engage the impacting object, and only the selected airbag(s)deployed.

The anticipatory sensor system may comprise at least one receiver forreceiving waves or energy and a pattern recognition system, e.g., datastorage medium embodying a pattern recognition algorithm or neuralnetwork, for analyzing the received waves or energy or datarepresentative of the received waves or energy to assess the probableseverity of the impact. The pattern recognition system may also bedesigned to identify an object from which the waves or energy have beenemitted or generated, in which case, the assessment of the probableseverity of the impact is at least partially based on the identificationof the object. The pattern recognition system can also be designed todetermine at least one property of an object from which the waves orenergy have been emitted or generated, in which case, the assessment ofthe probable severity of the impact is at least partially based on thedetermined at least one property of the object.

The invention is also applicable for pedestrian protection in the eventof a crash and for this purpose, the anticipatory sensor system may bedesigned to assess the probable severity of an impact between apedestrian and the vehicle based on data obtained prior to the impact.One or more airbags would be deployed to cushion impact of thepedestrian against the vehicle. In this regard, if several externallydeployable airbags are provided on the vehicle, the anticipatory sensorsystem can be designed to determine which airbag(s) is to be deployed toprovide for protection of any occupants of the vehicle and operationallydeploy the airbag(s).

Another crash sensor arrangement is preferably also resident on thevehicle and provides information about the impact which may be used toadjust the pressure in a deploying airbag based on the information aboutthe impact, if any such adjustment is determined to be required.Adjustment of the pressure may entail increasing the pressure in theairbag by, directing additional gas into the airbag(s), or releasing acontrol amount and/or flow of gas from the airbag(s).

BRIEF DESCRIPTION OF THE DRAWINGS

The following drawings are illustrative of embodiments of the inventionand are not meant to limit the scope of the invention as encompassed bythe claims.

FIG. 1 is a perspective view of an automobile showing a preferredmounting location for the optical blind spot detection system inaccordance with the invention.

FIG. 2 is a perspective view of the vehicle of FIG. 1 shown operating ona highway.

FIG. 3A is a detailed view of an automobile mirror assembly showing thelocation of a LED array or a scanning laser and the CMOS camera.

FIG. 3B is a detailed view of a truck mirror assembly showing thelocation of a LED array or a scanning laser and the CMOS camera.

FIG. 4 is an overhead view of an alternate blind spot monitoring systemwhere the light source and camera are not collocated.

FIG. 5 is a view similar to FIG. 2 however showing the pattern of laserdiode illumination projected from a vehicle mirror preferredinstallation.

FIG. 6A is a top view of a large truck vehicle showing the coverage of aside blind spot area.

FIG. 6B is a side view of the large truck vehicle of FIG. 6A showing thecoverage of a side blind spot area.

FIG. 6C is a side view of the large truck vehicle of FIG. 6A showing thecoverage of a side blind spot area using multiple cameras along the sideof the vehicle.

FIG. 7A is a top view illustrating the coverage of the forward righthand side of a truck vehicle blind spot.

FIG. 7B is a side view illustrating the coverage of the forward righthand side of a truck vehicle blind spot.

FIG. 8A is a side view illustrating the application to a bus formonitoring the space in front of the bus.

FIG. 8B is a front view illustrating the application to a bus formonitoring the space in front of the bus.

FIG. 9 is a top view of a system applied to monitor the rear of thetruck trailer to protect for backup accidents.

FIG. 10 is a block diagram illustrating the blind spot detector,steering control, display and warning system.

FIG. 11 shows an icon display for the instrument panel and an alternateheads up display indicating the position of the host vehicle and thepositions of surrounding potentially threatening vehicles as seen fromabove.

FIG. 12 is an illustration similar to FIG. 11 showing the projection ofthe images onto a heads-up display.

FIG. 13A illustrates a view of the image as seen by a side rear viewcamera of FIG. 1.

FIG. 13B illustrates a view of the image of FIG. 13A after a stage ofimage processing.

FIG. 13C illustrates a view of the image as FIG. 13B after the vehiclehas been abstracted.

FIG. 14 illustrates a lane change problem in congested traffic.

FIG. 15 is a perspective view of a vehicle about to impact the side ofanother vehicle showing the location of the various parts of theanticipatory sensor system of this invention.

FIG. 15A is an enlarged view of a portion of FIG. 15.

FIG. 16 is a flowchart for the lane change problem.

FIG. 17 is an overhead view of a vehicle about to be impacted in thefront by an approaching vehicle showing a wave transmitter part of theanticipatory sensor system.

FIG. 18A a plan front view of the front of a car showing the headlights,radiator grill, bumper, fenders, windshield, roof and hood.

FIG. 18B a plan front view of the front of a truck showing theheadlights, radiator grill, bumper, fenders, windshield, roof and hood.

FIG. 19 is an overhead view of a vehicle about to be impacted in theside by an approaching vehicle showing an infrared radiation emanatingfrom the front of the striking vehicle and an infrared receiver part ofthe anticipatory sensor system.

FIG. 20 is a side view with portions cutaway and removed of a dualinflator airbag system with two airbags with one airbag lying inside theother.

FIG. 21 is a perspective view of a seatbelt mechanism illustrating adevice to release a controlled amount of slack into seatbelt allowing anoccupant to be displaced.

FIG. 22 is a front view of an occupant being restrained by a seatbelthaving two anchorage points on the driver's right side where the one isreleased allowing the occupant to be laterally displaced during thecrash.

FIG. 22A is an expanded view of the release mechanism within the circledesignated 22A in FIG. 22.

FIG. 22B is a view of the apparatus of FIG. 22A within the circledesignated 22B and rotated 90 degrees showing the release mechanism.

FIG. 23 is a front view of an occupant being restrained by a seatbeltintegral with seat so that when seat moves during a crash with theoccupant, the belt also moves allowing the occupant to be laterallydisplaced during the crash.

FIG. 24A is a front view of an occupant being restrained by a seatbeltand a linear airbag module attached to the seat back to protect entireoccupant from his pelvis to his head.

FIG. 24B is a view of the system of FIG. 24A showing the airbag in theinflated condition.

FIG. 25A is a front view of an occupant being restrained by a seatbeltand where the seat is displaced toward vehicle center by the deployingairbag in conjunction with other apparatus.

FIG. 25B is a front view of an occupant being restrained by a seatbeltand where the seat is rotated about a vertical axis in conjunction withother apparatus.

FIG. 25C is a front view of an occupant being restrained by a seatbeltand where the seat is rotated about a longitudinal axis in conjunctionwith other apparatus.

FIG. 26A is a perspective view with portions cutaway and removed of avehicle about to impact the side of another vehicle showing an airbagstored within the side door of the target vehicle prior to beingreleased to cushion the impact of the two vehicles.

FIG. 26B is a view of the apparatus of FIG. 26A after the airbag hasdeployed.

FIG. 27 is a schematic drawing of a variable inflation inflator systemin accordance with the invention using two inflators.

FIG. 28 is a schematic drawing of a variable inflation inflator systemin accordance with the invention using a single inflator and a variableoutflow port or vent.

FIG. 29A shows a situation where a vehicle equipped with an externallydeployable airbag for frontal impact protection is about to impactanother vehicle.

FIG. 29B shows the condition of the vehicles of FIG. 29A at impact.

FIG. 30A shows a situation where a vehicle equipped with an externallydeployable airbag for rear impact protection is about to be impacted byanother vehicle.

FIG. 30B shows the condition of the vehicles of FIG. 30A at impact.

FIG. 31A shows a situation where a vehicle equipped with an externallydeployable airbag for frontal impact protection is about to impact apedestrian.

FIG. 31B shows the condition of the vehicle and pedestrian of FIG. 31Aat impact.

FIGS. 32A, 32B and 32C show one use of positioning airbags in accordancewith the invention wherein a passenger is shown leaning against a doorin FIG. 32A, a positioning airbag deploys to move the passenger awayfrom the door as shown in FIG. 32B and a side curtain airbag is deployedwhen the passenger has been moved away from the door as shown in FIG.32C.

FIGS. 33A, 33B, 33C and 33D show the manner in which an occupant can bepositioned improperly for deployment of a side curtain airbag during arollover leading to severe injury.

FIGS. 34A, 34B, 34C and 34D show the manner in which an occupant isre-positioned for deployment of a side curtain airbag during a rolloverthereby preventing severe injury.

FIG. 35 is a flow chart showing the manner in positioning airbags areused in accordance with the invention. and

FIG. 36 is a schematic of the apparatus for deploying multiple airbagsin accordance with the invention.

FIG. 37 is a block diagram of a known agricultural product distributionmachine.

FIG. 38 is a block diagram of a control unit, in accordance with anembodiment of the primer system.

FIG. 39 represents a basic air delivery system.

FIG. 40 represents a metering mechanism of the air delivery system inFIG. 39.

FIG. 41 is a block diagram of a primer system in accordance with anembodiment of the present invention, as it applies to seeders andplanters.

FIG. 42 represents a basic sprayer system.

FIG. 43 shows a rearward pointing installation arrangement for a vehiclespeed detection system on a bulldozer according to an embodiment of theinvention.

FIGS. 44A and 44B show the effects of slope and pitch on the groundspeed sensor of this invention.

FIG. 45 shows a forward pointing installation arrangement for a vehiclespeed detection system on a tractor according to an embodiment of theinvention.

FIG. 46 is a block diagram for an ultrasonic distance and speeddetector.

FIG. 47 is a schematic of a circuit for use in determining the distanceto object.

DETAILED DESCRIPTION OF THE INVENTION 1. Exterior Monitoring

1.1 General

Referring now to the drawings wherein the same reference numerals referto like elements, a perspective semi-transparent view of an automobileis shown generally as 1 in FIG. 1. A driver 2 of the automobile sits ona front seat 4. Five transmitter and/or receiver assemblies 5, 6, 7, 8and 9 are positioned at various places with views of the environmentsurrounding the vehicle. A processor such as control circuitry 12 isconnected to the transmitter/receiver assemblies 5-9 by appropriatewires, not shown, or wirelessly and controls the transmission of wavesor energy from the transmitter portion of the assemblies 5-9 andcaptures the return signals received by the receiver portion of theassemblies 5-9. Control circuitry 12 usually contains one or more analogto digital converters (ADCs) or frame grabbers, a microprocessorcontaining sufficient memory and appropriate software including patternrecognition algorithms, and other appropriate drivers, signalconditioners, signal generators, etc. Usually, in any givenimplementation, only two to four of the transmitter/receiver assemblieswould be used.

These optical, for example, transmitter/receiver assemblies 5-9, alsoreferred to herein as transducer assemblies, are comprised of an opticaltransmitter or light emitting component, which may be an infrared LED, ahigh power laser diode forming a spotlight, a laser with a diverginglens, a floodlight or a scanning laser assembly, any of which can bepulsed or modulated, and a receiver such as a CCD or CMOS array or pindiode or equivalent photo detector. If modulation is used, it can befrequency, amplitude or pulse-modulated and the modulation scheme can besine wave or code and if code, the code can be random or pseudorandom.Preferably, a transmitter/receiver assembly comprises an active pixelCMOS array or an HDRC array as discussed below. The transducerassemblies map the location of the objects and features thereof, in atwo and/or three-dimensional image as will also be described in moredetail below. In a preferred design, range gating is used to locateobjects in the field of view and aid in separating an object of interestfrom other objects and the background. Range gating is also used to aidin low visibility situations such as in fog, smoke, rain and snow.

The foregoing examples of possible wave/energy/light emitting componentsand light/wave/energy receiver components are not intended to limit theinvention and it should be understood by those skilled in the art thatother transmitter and receiver components and combinations can be usedin accordance with the invention without deviating from the scope andspirit thereof.

In a preferred embodiment, four transducer assemblies 5-8 are positionedaround the exterior of the vehicle in the spaces to be monitored, eachcomprising one or more LEDs or scanning laser diodes and a CMOS arraywith a light valve and an appropriate lens. Although illustratedtogether, the illuminating source will frequently not be co-located withthe receiving array particularly when triangulation distance measurementis used, as described in more detail below. The LED, laser or otherappropriate source of illumination can emit a controlled angle divergingbeam of infrared radiation that illuminates a particular space andilluminates an object at a particular point that depends on the locationof the object relative to the vehicle and the direction of the LED orlaser beam, for example. In some applications, the beam does not divergeand in others, the beam converges.

The image from each array is used to capture two or three dimensions ofobject position information, thus, the array of assembly 5, which can belocated approximately behind the driver's door on the B-pillar providesboth vertical and transverse information on the location of an object inthe vicinity of the vehicle. A similar view from a location on thepassenger side is obtained from the array of assembly 6. The mountinglocations of the assemblies 5, 6 shown in FIG. 1 are exemplary and arenot intended to limit the possible positions for placement of theassemblies. Other positions for installation of the assemblies on thesides of the vehicle are contemplated. For example, the assemblies 5, 6could be placed on the side of the vehicle alongside the passengercompartment, engine compartment or trunk compartment.

If the receiving array of assembly 5 contains a matrix of 100 by 100pixels, then 10,000 pixels or data elements of information will becreated each time the system interrogates the space on the driver sideof the vehicle, for example. Interrogation of the space on the driverside of the vehicle would entail commanding the assembly 5 to transmitoptical waves or energy into the environment surrounding the vehicle bymeans of the transmitter component of the assembly 5 and receiving anyreflected optical waves or energy by the receiver component of theassembly 5.

There are many pixels of each image that can be eliminated because theydo not contain any useful information. This typically includes thecorner pixels and other areas where an object cannot be located. Thispixel pruning can typically reduce the number of pixels by up to 20percent resulting in approximately 8,000 remaining pixels, for example.The output from each array is then preferably preprocessed to extractthe salient features and fed to an artificial neural network, or otherpattern recognition system, to identify the object or ascertain theidentity of the object. The preprocessing can include edge detection anda variety of filters such as described in U.S. patent application Ser.No. 11/025,501 filed Jan. 3, 2005. Range gating also can be used toeliminate reflections from unwanted objects and to reduce the effects offog, smoke, rain and snow, for example, as described below.

The preprocessing step frequently makes use of distance or relativemotion information to separate one object from another and from otherparts of the captured scene. Once this operation is completed for all ofthe object images, the identification of the objects in the spaceproximate to the driver side of the vehicle has been determined.

The feature extraction frequently involves identifying the edges ofobjects in the field of view and the angular orientation of the foundedges. The locations of the edges and their orientation can then beinput into appropriate recognition software. Other feature extractiontechniques are also applicable.

A pattern recognition technique such as a trained neural network can beused to determine which of the trained occupancies most closelycorresponds to the measured data. The output of the neural network canbe an index of the setup that was used during training that most closelymatches the current measured state. This index can be used to locatestored information from the matched trained occupancy. Information thathas been stored for the trained occupancy typically includes the locusof the centers of different objects and an appropriate icon. For thecase of FIG. 1, it is also known from one of the techniques to bedescribed below where the object is located relative the vehicle.

There are many mathematical techniques that can be applied to simplifythe above process. One technique used in military pattern recognition,for example, uses the Fourier transform of particular areas in an imageto match by correlation with known Fourier transforms of known images.In this manner, the identification and location can be determinedsimultaneously. There is even a technique used for target identificationwhereby the Fourier transforms are compared optically. Other techniquesutilize thresholding to limit the pixels that will be analyzed by any ofthese processes. Still other techniques search for particular featuresand extract those features and concentrate merely on the location ofcertain of these features.

A particularly useful technique, as mentioned above, calculates thelocation of the edges of the object in the blind spot and uses theseextracted edges as the features that are fed to the neural network.(See, for example, the Kage et al. artificial retina paper referencedabove which, together with the references cited therein, is incorporatedherein by reference.)

1.2 Blind Spots

In the discussion below, blind spots are used as an example ofmonitoring the space around the vehicle. Although the phrase “blindspot” is used, it is the intention of the inventors that this is merelyan example of monitoring the exterior of the vehicle and thus “blindspot” will be used as a surrogate for monitoring of any area surroundingthe vehicle from the vehicle.

The principle used in this embodiment of the invention is to use imagesof different views of an object in the blind spot to correlate withknown images that were used to train a neural network for blind spotoccupancy. Then, carefully measured positions of the known images areused to locate particular parts of the object such as the windshield,tires, radiator grill, headlights, etc.

An alternate approach is to make a three-dimensional map of the objectin the blind spot based on the optical energy or waves received by thereceiver components of the assemblies 5-9 and to precisely locate thesefeatures using neural networks, fuzzy logic or other pattern recognitiontechniques. One method of obtaining a three-dimensional map is toutilize a scanning laser radar (lidar) system where the laser isoperated in a pulse mode and the distance from the object beingilluminated is determined using range-gating in a manner similar to thatdescribed in various patents on micropower impulse radar to McEwan.(See, for example, U.S. Pat. No. 5,457,394 and U.S. Pat. No. 5,521,600).Range gating is also disclosed in U.S. patent application Ser. No.11/034,325, now U.S. Pat. No. 7,202,776. Alternately, the laser can bemodulated and the phase of the reflected and the transmitted light canbe compared to determine the distance to the object.

The scanning portion of the laser radar device can be accomplished usingrotating mirrors, mechanical motors, galvanometer mirrors, MEMS mirrorsor preferably, a solid state system, for example an acousto-opticalutilizing TeO₂ as an optical diffraction crystal with lithium niobatecrystals driven by ultrasound (although other solid state systems notnecessarily using TeO₂ and lithium niobate crystals could also be used).An alternate method is to use a micromachined mirror, which is supportedat its center or edge and caused to deflect by miniature coils orelectrostatically. Such a device has been used to providetwo-dimensional scanning to a laser. This has the advantage over theTeO₂-lithium niobate technology in that it is inherently smaller andlower cost and provides two-dimensional scanning capability in one smalldevice. The maximum angular deflection that can be achieved with thisprocess is in the order of about 10 degrees. A diverging lens or mirrorcan be used to achieve a greater angular scan if necessary. An alternatepreferred approach is to use passive optical images with superimposedinfrared dots created by an array of infrared laser diodes in a mannersimilar to that described in U.S. Pat. No. 6,038,496.

An alternate method of obtaining three-dimensional information from ascanning laser system is to use multiple arrays to replace the singlearrays used in FIG. 1. In the case, the arrays are displaced from eachother and, through triangulation, the location of the reflection fromthe illumination by a laser beam of a point on the object can bedetermined by triangulation and/or correlation in a manner that isunderstood by those skilled in the art.

One important point concerns the location and number of opticalassemblies. For an automobile, one assembly is generally placed on eachside of the vehicle such as shown by assemblies 5, 6. In someembodiments, a third assembly 7 can be placed to view the blind spotbehind the vehicle and a fourth assembly 7 can be placed to view infront of the vehicle for automatic cruise control, for example.

1.3 Optical Methods

An alternate configuration is shown at assembly 9 which is a lensarrangement which provides a view of 360 degrees by approximately 20degrees. Although this camera does not provide as complete a view ofobjects in the various blind spots, it is possible using a single deviceto observe areas on both sides as well as the front and back of thevehicle. The same lens is used for receiving the images and forprojecting a rotating scanning laser beam that approximately bisects the20-degree angle. This rotating laser beam is modulated therebypermitting the distance to the reflected laser light to be determined. Arotating mirror, that also serves to deflect the laser beam, capturesthe returned laser light. This mirror is positioned so that it is abovethe portion of the lens used for receiving the images such that lasersystem does not interfere with the imaging system.

Special lenses are used to collect the light from the sphericalsegmented lens and project the combined image onto a CMOS imager. Insome cases, software is provided to remove known distortions for imageanalysis or, in other cases, this is not necessary as the patternrecognition system has been trained on the combined received image, or asegmented version thereof which divides the image into, for example,four segments representing front, right, rear, and left quadrants.

1.4 Combined Optical and Acoustic Methods

An ultrasonic system is the least expensive and potentially providesless information than the laser or radar systems due to the delaysresulting from the speed of sound and due to the wave length which isconsiderably longer than the laser systems. The wavelength limits thedetail that can be seen by the system. In spite of these limitations, asshown in Breed et al. (U.S. Pat. No. 5,829,782), ultrasonics can providesufficient timely information to permit the position and velocity of anapproaching object to be accurately known and, when used with anappropriate pattern recognition system, it is capable of positivelydetermining the class of the approaching object. One such patternrecognition system uses neural networks and is similar to that describedin the papers by Gorman et al. and in the rear facing child seatrecognition system referenced and described in the Breed et al. patentreferenced above.

The particular locations of the optical assemblies are selected toprovide accurate information as to the locations of objects in the blindspots. This is based on an understanding of what information can be bestobtained from a visual image. There is a natural tendency on the part ofhumans to try to gauge distance from the optical sensors directly. Thistypically involves focusing systems, stereographic systems, multiplearrays and triangulation, time-of-flight measurement, phase comparison,etc. What is not intuitive to humans is to not try to obtain thisdistance directly from apparatus or techniques associated with themounting location but instead to get it from another location. Whereasultrasound is quite good for measuring distances from the transducer(the z-axis), optical systems are better at measuring distances in thevertical and lateral directions (the x and y-axes).

For monitoring the interior of the vehicle, such as described in U.S.Pat. No. 6,324,453 this can more easily done indirectly by anothertransducer. That is, the z-axis to one transducer is the x-axis toanother. For external monitoring, the preferred approach, as describedbelow, is to use an array of LEDs or a scanning laser and locate theposition of the object in blind spot by triangulation, time-of-flight,range-gating or phase measurement although sometimes appropriatelylocated cameras in concert can provide three-dimensional informationdirectly (such as by stereo cameras).

Systems based on ultrasonics and neural networks, and optics and opticalcorrelation have been very successful in analyzing the seated state ofboth the passenger and driver seats in the interior of automobiles. Suchsystems are now in production for preventing airbag deployment when arear facing child seat or an out-of-position occupant is present. Theultrasonic systems, however, suffer from certain natural limitationsthat prevent the system accuracy from getting better than about 99percent. These limitations relate to the fact that the wavelength ofultrasound is typically between 3 mm and 8 mm. As a result, unexpectedresults occur which are due partially to the interference of reflectionsfrom different surfaces.

Additionally, commercially available ultrasonic transducers are tuneddevices that require several cycles before they transmit significantenergy and similarly require several cycles before they effectivelyreceive the reflected signals. This requirement has the effect ofsmearing the resolution of the ultrasound to the point that, forexample, using a conventional 40 kHz transducer, the resolution of thesystem is approximately three inches, although this has been recentlyimproved. These limitations are also present in the use of ultrasoundfor exterior vehicle monitoring.

In contrast, the wavelength of the portion of the infrared spectrum thatis contemplated for one preferred use in the invention is less than fivemicrons and no significant interferences occur. As a result, resolutionof the optical system is determined by the pixel spacing in the CCD orCMOS arrays or the speed of the pin or avalanche diode and scanner whenused. For this application, typical arrays have been selected to beapproximately 100 pixels by 100 pixels and therefore, the space beingimaged can be broken up into pieces that are significantly less than afew inches in size. If greater resolution is required, arrays havinglarger numbers of pixels are readily available.

Another advantage of optical systems is that special lenses can be usedto magnify those areas where the information is most critical andoperate at reduced resolution where this is not the case. For example,the area closest to the center of the blind spot can be magnified andthose areas that fall out of the blind spot, but are still beingmonitored, can be reduced. This is not possible with ultrasonic or radarsystems where it is even very difficult to get an image of sufficientresolution to permit an identification of the object to be accomplished.

Additional problems of ultrasonic systems arise from the slow speed ofsound and diffraction caused by variations in air density. The slowsound speed limits the rate at which data can be collected and thuseliminates the possibility of tracking the motion of an object moving athigh speed relative to the vehicle.

1.5 Discussion of the External Monitoring Problem and Solutions

In the embodiment shown in FIG. 1, transmitter/receiver assemblies 5-9may be designed to emit infrared waves that reflect off of objects inthe blind spot, for example, and return thereto. Periodically, theassemblies 5-9, as commanded by control circuit 12, transmits a pulse ofinfrared waves and the reflected signal is detected by a differentassembly. Alternately, a continuous scanning arrangement can be used.The transmitters can either transmit simultaneously or sequentially. Anassociated electronic circuit and algorithm in control circuit 12processes the returned signals as discussed above and determines theidentity and location of the object in the blind spot. This informationis then sent to a warning system that alerts the driver to the presenceof the object as described in more detail below. Although a driver sidesystem has been illustrated, a similar system is also present on thepassenger side and can be applied to the front and rear of the vehicle.

The accuracy of the optical sensor is dependent upon the accuracy of thecamera. The dynamic range of light external to a vehicle exceeds 120decibels. When a car is driving at night, for example, very little lightmay be available whereas when driving in a bright sunlight, the lightintensity can overwhelm most cameras. Additionally, the camera must beable to adjust rapidly to changes and light caused by, for example, theemergence of the vehicle from a tunnel, or passing by other obstructionssuch as trees, buildings, other vehicles, etc. which temporarily blockthe sun and cause a strobing effect at frequencies approaching 1 kHz.

Recently, improvements have been made to CMOS cameras that havesignificantly increased their dynamic range. New logarithmic highdynamic range technology such as developed by IMS Chips of Stuttgart,Germany, is now available in HDRC (High Dynamic Range CMOS) cameras.This technology provides a 120 dB dynamic intensity response at eachpixel in a monochromatic mode. The technology thus has a 1 million toone dynamic range at each pixel. This prevents blooming, saturation andflaring normally associated with CMOS and CCD camera technology. Thissolves a problem that will be encountered in an automobile when goingfrom a dark tunnel into bright sunlight.

There is also significant infrared radiation from bright sunlight andfrom incandescent lights. Such situations may even exceed the dynamicrange of the HDRC camera and additional filtering including polarizingfilters may be required. Changing the bias on the receiver array, theuse of a mechanical iris, light valve, or electrochromic glass or liquidcrystal or a similar filter can provide this filtering on a global basisbut not at a pixel level. Filtering can also be used with CCD arrays,but the amount of filtering required is substantially greater than thatrequired for the HDRC camera.

Liquid crystals operate rapidly and give as much as a dynamic range of10,000 to 1 but may create a pixel interference effect. Electrochromicglass operates more slowly but more uniformly thereby eliminating thepixel effect. This pixel effect arises whenever there is one pixeldevice in front of another. This results in various aliasing, Moirépatterns and other ambiguities. One way of avoiding this is to blur theimage. Another solution is to use a large number of pixels and combinegroups of pixels to form one pixel of information so that the edges andblurred and eliminate some of the problems with aliasing and Moirépatterns. Finally, range gates can be achieved as high speed shutters bya number of devices such as liquid crystals, garnet films, Kerr andPockel cells or as preferred herein as described in patents and patentapplications of 3DV Systems Ltd., Yokneam, Israel including U.S. Pat.No. 6,327,073, U.S. Pat. No. 6,483,094, US2002/0185590, WO98/39790,WO97/01111, WO97/01112 and WO97/01113.

One straightforward approach is the use a mechanical iris. Standardcameras already have response times of several tens of millisecondsrange. They will switch, for example, at the frame rate of a typicalvideo camera (1 frame=0.033 seconds). This is sufficiently fast forcategorization but probably too slow for dynamic object positiontracking when the object in the blind spot is traveling at a high speedrelative to the host vehicle.

An important feature of the IMS Chips HDRC camera is that the fulldynamic range is available at each pixel. Thus, if there are significantvariations in the intensity of light within the vehicle blind spot, andthereby from pixel to pixel, such as would happen when sunlight streamsand through a row of trees, for example, the camera can automaticallyadjust and provide the optimum exposure on a pixel by pixel basis. Theuse of the camera having this characteristic is beneficial to theinvention described herein and contributes significantly to systemaccuracy. CCDs generally have a rather limited dynamic range due totheir inherent linear response and consequently cannot come close tomatching the performance of human eyes.

A key advantage of the IMS Chips HDRC camera is its logarithmic responsethat comes closest to matching that of the human eye. One problem with alogarithmic response is that the variation in intensity from pixel topixel at an edge may be reduced to the point that the edge is difficultto recognize. A camera with less dynamic range can solve this problem atthe expense of saturation of part of the image. One solution is to takeseveral images at a different resolution and combine them in such amanner as to remove the saturation and highlight the edges. This isdescribed in the article “High Dynamic Range Imaging: Spatially VaryingPixel Exposures” referenced above.

Other imaging systems such as CCD arrays can also of course be used withthis invention. However, the techniques will be different since thecamera is very likely to saturate when bright light is present and torequire the full resolution capability when the light is dim. Generally,when practicing this invention, the blind spots will be illuminated withspots or a line of infrared radiation in a scanning mode. If a non-highdynamic range imager is used, the full illumination of the blind spotarea may be required.

In a preferred embodiment, infrared illumination is used although thisinvention is not limited to the use of infrared illumination. However,there are other bright sources of infrared that must be accounted for.These include the sun and any light bulbs that may be present outsidethe vehicle including headlights from other vehicles. This lack of ahigh dynamic range inherent with the CCD technology essentially requiresthe use of an iris, liquid crystal, light valve and/or electrochromicglass or similar filter to be placed between the camera and the scene.

Even with these filters however, some saturation will take place withCCD cameras under bright sun or incandescent lamp exposure. Thissaturation reduces the accuracy of the image and therefore the accuracyof the system. In particular, the training regimen that must bepracticed with CCD cameras is more severe since all of the saturationcases must be considered because the camera is unable to appropriatelyadjust. Thus, although CCD cameras can be used, HDRC logarithmic camerassuch as manufactured by IMS Chips are preferred. HDRC logarithmiccameras not only provide a significantly more accurate image but alsosignificantly reduce the amount of training effort and associated datacollection that must be undertaken during the development of the neuralnetwork algorithm or other computational intelligence system. Note thatin some applications, it is possible to use other more deterministicimage processing or pattern recognition systems than neural networkssuch as optical correlation techniques.

Another important feature of the HDRC camera from IMS Chips is that theshutter time for at least one model is constant at less than about 100ns irrespective of brightness of the scene. The pixel data arrives atconstant rate synchronous with an internal imager clock. Random accessto each pixel facilitates high-speed intelligent access to any sub-frame(block) size or sub-sampling ratio and a trade-off of frame speed andframe size therefore results. For example, a scene with 128 K pixels perframe can be taken at 120 frames per second, or about 8 milliseconds perframe, whereas a sub-frame can be taken at as high as 4000 frames persecond with 4 K pixels per frame. This combination allows the maximumresolution for the identification and classification part of the objectsensing problem while permitting a concentration on those particularpixels which track the leading edge of the object for dynamic positiontracking. In fact, the random access features of these cameras can beused to track multiple parts of the image and thus, in some cases,multiple objects simultaneously while ignoring the majority of theimage, and do so at very high speed.

For example, several motorcycles or pedestrians in the blind spot can betracked simultaneously by defining separate sub-frames for eachindividual object that is not connected to other objects. This randomaccess pixel capability, therefore, is optimally suited for recognizingand tracking multiple objects in a blind spot. It is also suited formonitoring the environment outside of the vehicle other than for thepurpose of blind spot detection such as collision avoidance andanticipatory sensing. Photobit Corporation of 135 North Los Robles Ave.,Suite 700, Pasadena, Calif. 91101 manufactures another camera with somecharacteristics similar to the IMS Chips camera. Other competitivecameras can be expected to appear on the market.

Photobit refers to their Active Pixel Technology as APS. According toPhotobit, in the APS, both the photo detector and readout amplifier arepart of each pixel. This allows the integrated charge to be convertedinto a voltage in the pixel that can then be read out over X-Y wiresinstead of using a charge domain shift register as in CCDs. This columnand row addressability (similar to common DRAM) allows for window ofinterest readout (windowing) which can be utilized for on chipelectronic pan/tilt and zoom. Windowing provides added flexibility inapplications, such as disclosed herein, needing image compression,motion detection or target tracking.

At least one model of the APS utilizes intra-pixel amplification inconjunction with both temporal and fixed pattern noise suppressioncircuitry (i.e., correlated double sampling), which produces exceptionalimagery in terms of wide dynamic range (˜75 dB) and low noise (˜15 e-rmsnoise floor) with low fixed pattern noise (<0.15% sat). Unlike CCDs, theAPS is not prone to column streaking due to blooming pixels. This isbecause CCDs rely on charge domain shift registers that can leak chargeto adjacent pixels when the CCD register overflows. Thus, bright lights“bloom” and cause unwanted streaks in the image. The active pixel candrive column buses at much greater rates than passive pixel sensors andCCDs.

On-chip analog-to-digital conversion (ADC) facilitates driving highspeed signals off chip. In addition, digital output is less sensitive topickup and crosstalk, facilitating computer and digital controllerinterfacing while increasing system robustness. A high speed APSrecently developed for a custom binary output application produced over8,000 frames per second, at a resolution of 128×128 pixels. It ispossible to extend this design to a 1024×1024 array size and achievegreater than 1000 frames per second for machine vision. All of thesefeatures are important to many applications of this invention.

U.S. Pat. No. 5,471,515 provides additional information on the APScamera from Photobit. To put this into perspective, a vehicle passinganother vehicle at a relative velocity of 60 mph moves approximately 1inch per millisecond relative to the slower vehicle. This renders theframe rate and computational times critically important and within thecapabilities of the HDRC and APS technologies.

These advanced cameras, as represented by the HDRC and the APS cameras,now make it possible to more accurately monitor the environment in thevicinity of the vehicle. Previously, the large dynamic range ofenvironmental light has either blinded the cameras when exposed tobright light or else made them unable to record images when the lightlevel was low. Even the HDRC camera with its 120 dB dynamic range may bemarginally sufficient to handle the fluctuations in environmental lightthat occur. Thus, the addition of an electrochromic, liquid crystal,light valve or other similar filter may be necessary. This isparticularly true for cameras such as the Photobit APS camera with its75 dB dynamic range.

At about 120 frames per second, these cameras are adequate for caseswhere the relative velocity between vehicles is low. There are manycases, however, where this is not the case and a higher monitoring rateis required. This occurs for example, in collision avoidance andanticipatory sensor applications as well as in blind spot applicationswhere one vehicle is overtaking another at high speed. The HDRC camerais optimally suited for handling these cases since the number of pixelsthat are being monitored can be controlled resulting in a frame rate ashigh as about 4000 frames per second with a smaller number of pixels.

Another key advantage of the HDRC camera is that it is quite sensitiveto infrared radiation in the 0.8 to 1 micrometer wavelength range. Thisrange is generally beyond visual range for humans thereby permittingthis camera to be used with illumination sources that are not visible tothe human eye. This IR sensitivity can be increased through special chipdoping procedures during manufacture. A notch frequency filter isfrequently used with the camera to eliminate unwanted wavelengths. Thesecameras are available from the Institute for Microelectronics (IMSChips), Allamndring 30a, D-70569 Stuttgart, Germany with a variety ofresolutions ranging from 512 by 256 to 720 by 576 pixels and can becustom fabricated for the resolution and response time required.

FIG. 2 illustrates the arrangement of FIG. 1 in a traffic situation.Optical assembly 6 on the subject or “host” vehicle contains anilluminating light source and a CMOS array. The illuminating lightsource of the optical assembly 6, either an array of scanning LEDs or ascanning laser radar device, distributes infrared radiation or energy inthe form of distinct narrow angle beams or a line that covers or fillsin the blind spot between bounding lines 10 and 11. Any object such asvehicle 23 that is within this blind spot will be illuminated byinfrared and the image of object will be captured by the CMOS array ofthe optical assembly 6.

An optical infrared transmitter and receiver assembly is shown generallyat 7 in FIG. 3A and is mounted onto the side rear view mirror 16.Assembly 7, shown enlarged, comprises a source of infrared radiationincluding an array of 20 infrared LEDs, shown generally at 13, and a CCDor CMOS array 14 of typically 160 pixels by 160 pixels. The CCD or CMOSarray 14 is horizontally spaced apart from the LED array 13. In thisembodiment, a “heads-up” display can be used to show the driver anartificial image including the host vehicle and objects in the blindspot as described below.

If two spaced-apart CCD arrays are used (e.g., array 14 and array 15shown in FIG. 3A), then the distance to the various objects within theblind spot can be found by using a triangulation algorithm that locatessimilar features on both images and determines their relative locationon the images. This is frequently referred to as a stereoscopic systemsuch as described in European Patent Application No. EP0885782 A1. Analternate method is to use a lens with a short focal length. In thiscase, the lens is mechanically focused to determine the clearest imageand thereby obtain the distance to the object. This is similar tocertain camera auto-focusing systems such as one manufactured by Fuji ofJapan. Other methods can be used as described in the patents and patentapplications referenced above.

FIG. 3B shows a similar arrangement for mounting on a truck mirror. Inthis case, since the geometry of the mirror provides greater separationvertically than horizontally, the illumination source 13 is placed onthe top of the mirror housing 27 and the imager 14 is placed at thebottom of the mirror housing 27. The “imager” 14 may comprise a CCDarray or CMOS array. Two or more spaced-apart imagers 14 can be used inthis embodiment as well and the techniques described above applied todetermine the relative location of features in images obtained by theimagers 14.

Once a vehicle exterior monitoring system employing a sophisticatedpattern recognition system, such as a neural network or opticalcorrelation system, is in place, it is possible to monitor the motionsof the object over time, and thereby determine if the object is actingin a predictable manner. If not, the driver of the host vehicle can bewarned so that he or she can take evasive action. For example, a vehiclemay be in the blind spot and the driver may be losing control of thevehicle as may happen in a passing situation when the passing vehiclehas hit a patch of ice. This warning may be sufficient to allow thedriver of the host vehicle to slow down and thereby avoid an accidentwith the out-of-control vehicle.

The system can also be used to turn on the vehicle hazard lights, soundthe horn or take other appropriate action in case the driver of thethreatening vehicle has fallen asleep and to warn other adjacentvehicles of a potentially dangerous situation. Thus, in general, anothervehicular system can be controlled based on the determination of thepresence and/or motion of the object detected in the blind spot. The useof a heads-up display is particularly useful for such a warning systemsince the driver is presumably looking through the windshield.Out-of-control monitoring can also apply to the host vehicle if itstrajectory is unexpected relative to objects along the roadside or otherproximate vehicles.

Infrared waves are shown coming from side transducer assemblies 17 and18 in FIG. 4. As such, assemblies 17, 18 constitute infraredtransmitters. In this case, CMOS imagers 19 and 20 are mounted on theside rear view mirrors providing ample displacement for triangulationcalculations. Thus, FIG. 4 shows one arrangement of non-collocatedtransmitters and receivers, it being understood that other arrangementsin which the transmitters are not collocated with the receivers are alsowithin the scope and spirit of the invention.

FIG. 5 illustrates two optical systems each having a source of infraredradiation and a CCD or CMOS array receiver. In this embodiment,transducer assemblies 5 and 6 are CMOS arrays having 160 by 160 pixelscovered by a lens. The lens is carefully designed so that it completelycovers the blind spot area under surveillance. One such sensor placed bythe left outside mirror where it can monitor the entire vehicle leftexterior blind spot with sufficient resolution to determine theoccupancy of the blind spot. CCD's such as those used herein areavailable from Marshall Electronics Inc. of Culver City, Calif.

The lens need not be non-distorting. The distortion of a lens can bedesigned by modifying the shape of the lens to permit particularportions of the exterior of the passenger compartment to be observed.The particular lens design will depend on the location on the vehicleand the purpose of the particular receiver. In this example, the lightsource, which is an array of modulated LEDS is collocated with the CMOSimager. Note that although only four beams are illustrated on each sideof the vehicle, typically twenty such beams are used. A modulatedscanning laser can alternately be used.

CCD arrays are in common use in television cameras, for example, toconvert an image into an electrical signal. For the purposes herein, aCCD will be used interchangeably with CMOS and will be defined toinclude all devices, including CMOS arrays, TFA arrays, focal planearrays, artificial retinas and particularly HDRC and APS arrays, whichare capable of converting light frequencies, including infrared, visibleand ultraviolet, into electrical signals. The particular CCD array usedfor many of the applications disclosed herein is implemented on a singlechip that is less than two centimeters on a side. Data from the CCDarray is digitized and sent serially to an electronic circuit (at timesdesignated 12 herein) containing a microprocessor for analysis of thedigitized data. In order to minimize the amount of data that needs to bestored, initial processing of the image data can take place as it isbeing received from the CCD array. In some cases, some image processingcan take place on the chip such as described in the Kage et al.artificial retina article referenced above.

One method of determining distance to an object directly withoutresorting to range finders, requiring multiple arrays, is to use amechanical focusing system. However, the use of such an apparatus iscumbersome, expensive, and slow and has questionable reliability. Analternative is to use the focusing systems described in U.S. Pat. No.5,193,124 and U.S. Pat. No. 5,003,166. However, such systems can requireexpensive hardware and/or elaborate algorithms and again are slow.

Another alternative is where an infrared source having a widetransmission angle such that the entire contents of the blind spotilluminated, a sort of infrared floodlight. The receiving CCDtransducers can be spaced apart so that a stereographic analysis can bemade by the control circuitry 12. This circuitry 12 contains amicroprocessor with appropriate pattern recognition algorithms alongwith other circuitry as described above. In this case, the desiredfeature to be located is first selected from one of the two returnedimages from either of the CCD transducers. The software then determinesthe location of the same feature, through correlation analysis or othermethods, on the other image and thereby, through analysis familiar tothose skilled in the art, determines the distance of the feature fromthe transducers.

Transducer assemblies 5 and 6 are illustrated mounted onto the sidemirrors of the vehicle, however, since these transducers are quitesmall, typically approximately 2 cm on a side, they could alternately bemounted onto the side of the vehicle or many other locations whichprovide a clear view of the blind spot.

A new class of laser range finders has particular application here. Thisproduct, as manufactured by Power Spectra, Inc. of Sunnyvale, Calif., isa GaAs pulsed laser device which can measure up to 30 meters with anaccuracy of <2 cm and a resolution of <1 cm. This system can beimplemented in combination with transducer assemblies 5 or 6. Once aparticular feature of an object in the blind spot has been located, thisdevice can be used in conjunction with an appropriate aiming mechanismto direct the laser beam to that particular feature. The distance tothat feature is then known to within about 2 cm and with calibrationeven more accurately.

In addition to measurements within the blind spot, this device hasparticular applicability in anticipatory sensing applications exteriorto the vehicle. An alternate technology using range gating or phasemeasurements to measure the time-of-flight of electromagnetic pulseswith even better resolution can be implemented based on the teaching ofthe McEwan patents or the Intelligent Technologies Int'l patentapplication listed above or by modulation of the laser beam and usingphase measurements such as disclosed in U.S. Pat. No. 5,653,462.

FIG. 6A is an overhead view and FIG. 6B a side view of a truck showingsome preferred mounting locations of optical exterior vehicle monitoringsensors (transmitter/receiver assemblies or transducers) 160, 161. In atypical device, the diameter of the lens is approximately 2 cm and itprotrudes from the mounting surface by approximately 1 cm. This smallsize renders these devices almost unnoticeable by observers exterior tothe vehicle.

Since the sensors and transducer assemblies used in some embodiments ofthe invention are optical, it is important that the lens surface remainsrelatively clean. Control circuitry 120 contains a self-diagnosticfeature where the image returned by a transducer assembly or sensor iscompared with a stored image and the existence of certain key featuresis verified. If a receiver part of an assembly or sensor fails thistest, a warning is displayed to the driver that indicates that cleaningof the lens surface is required.

The truck system shown in FIGS. 6A and 6B illustrates the use of asingle blind spot detection system for the entire length of truck. Thefundamental issue that determines the size of the blind spot that can bemonitored with a single system relates to the ability to measure thelocation of the object. When a HDRC camera is used, if an object canseen in the blind spot by the human eye, then the camera should also beable to obtain a reasonable image. At night, this would require that theobject in blind spot have some form of attached illumination. On a darkcloudy night, the human eye has trouble seeing a car parked along theroadway with its lights extinguished. The more distant the object, themore difficult it is to obtain a recognizable image if illumination isnot present.

A significant improvement to the situation occurs if the blind spot isflooded even with low-level infrared radiation. This argues for aninfrared floodlight in addition to the distance measuring infraredsystem. If an infrared floodlight is used along with multiple camerasdisplaced from one another, then the location of object in the blindspot can be determined by optical correlation between the two images andby triangulation calculations. This may be a practical solution fortrucks especially those containing multiple trailers. A truck withmultiple cameras placed along the left side of the vehicle isillustrated in FIG. 6C. Of course, a bright IR floodlight based on ahigh powered diode laser and appropriate optics can be used.

The other limiting case is when bright sunlight is present and only asingle imager is used for a particular blind spot. For this case, ascanning laser infrared beam, or a high powered laser diode spotlight,can still be distinguished as a reflection off of an object in the blindspot providing a narrow notch filter is used to eliminate allfrequencies other than the particular infrared frequency used. Even inthis case, the distance where the reflected infrared beam can beascertained in bright sunlight can be limited to perhaps fifteen meters.Therefore, this system can be marginal for long trucks unless multiplesystems are used along the side of the truck as shown at 28 in FIG. 6C.Note that certain mid-infrared frequencies having wavelengths above 10microns are particularly good in that the radiation from the sun issignificantly attenuated. Low cost imagers are not currently availablebut are under development for these frequencies.

From the above discussion, it would appear that multiple cameras may bethe only viable solution for long trucks. A further problem arises inthis system design in that if the cameras are located on differenttrailers, or for some other reason can move relative to each other, thenthe analysis computer must know the location and orientation of eachcamera. There are a variety of ways of accomplishing this orientationsuch as through locating laser beams or monitoring the relativepositions of the various components of the truck. In one example, alaser beam is used to illuminate a spot on the road that can be observedfrom multiple camera locations. Using the position of this reflected dotin the images acquired by various cameras, the relative orientation isapproximately determined. Naturally, more complicated and sophisticatedsystems are possible. RFID tags offer another method of determining therelative location of a point on a trailer relative to the tractor ifmultiple antennas are used and if the relative time of arrival of thereceived RFID signals are measured.

The blind spot monitoring systems described above in FIGS. 6A, 6B and 6Care mainly applicable for blind spots occurring during highway travel.For urban travel of a truck where frequent turns are made, another blindspot occurs on right hand side of the vehicle (in countries wherevehicles drive on the right side of the road) and extends somewhatforward of the vehicle and back somewhat beyond vehicle cab. This area,which cannot be seen by the driver, can contain pedestrians, smallvehicles, bicycles, curbs, fire hydrants, motorcycles, as well as avariety of other objects. Another more local blind spot system thatcovers this area is therefore necessary, as illustrated in FIGS. 7A and7B and which is designated 24.

The applications described herein have been illustrated mainly using thedriver side of the vehicle. The same systems of determining the positionof an object in the blind spot are also applicable on the passengerside.

A significant number of children are killed every year by being run overby school buses. This tragic accident occurs when a child leaves theschool bus and walks in front of the bus in the driver's blind spot. Thedriver starts driving the bus and strikes the child. A blind spotmonitor of this invention, i.e., one or more transducer assemblies, isshown mounted on the front of school bus 25 near the top of the enginecompartment 180 in FIGS. 8A and 8B. This monitoring system alerts thedriver of the presence of an object obstructing the path of the schoolbus 25.

The system shown in FIG. 9 illustrates a blind spot monitoring system 26built according to the teachings of this invention. The system canutilize a high dynamic range camera, identification and rangingcapability with or without illumination or, alternately, a linearscanning laser range meter or laser spotlight. The view provided to thedriver shows the location, size and identity of all objects that arewithin the path of the backing vehicle. The display provides maximumcontrast by using icons to represent the host vehicle and the objects inthe blind spot. Although this is shown for a truck, it is equallyapplicable for other vehicles including buses and automobiles. It canalso be used in a rear impact anticipatory sensor where both thedisplacement and velocity, by either Doppler or differencing distancemeasurements, of the approaching object can be determined.

The monitoring system 26 could be activated whenever the vehicle is inreverse, unless it is also used for rear impact anticipatory sensing.Thus, the system 26 would not be needed when the vehicle is travelingforward. When the gear is shifted into reverse, a sensor could beprovided to detect the change in gear and then activate the monitoringsystem 26. Similarly, a monitoring system which is for forward blindspot such as in front of the bus 25 shown in FIGS. 8A and 8B could bedesigned to activated only when the vehicle is in forward gear and notstopped or in reverse. As such, when the gear is shifted into forward,the system 25 would be activated.

If both a forward and rear monitoring system are provided, then theactivation of both of these monitoring systems would not need to besimultaneous but could depend on the direction of travel of the vehicle.In this case, a single display could be provided to the driver andalternatively display the contents of the forward blind spot or rearblind spot depending on the direction of the travel of the vehicle,i.e., in which gear the vehicle is in.

FIG. 10 illustrates a block diagram showing interface between five blindspot monitoring systems and control circuitry 12. The control circuitry12 monitors the output from the five blind spot monitoring systems andcreates icons and places the icons on a display 30,31 that shows thehost vehicle and all objects in the immediate vicinity of the hostvehicle. Software is provided in the microprocessor to sound a warningsignal or activate haptic actuators 33 under a predetermined set ofcircumstances such as an attempt by the driver to change lanes into alane occupied by an object in the blind spot. This warning signal mayalso be activated if the driver activates the turn signal. In additionto the audio warning signal, a visual flashing signal provided on thedisplay and a vibration or pressure or torque or other haptic signalapplied to the steering wheel to prevent or make it more difficult fordriver execute the maneuver.

The display 30, 31 would selectively or alternatively display thecontents of each blind spot. A screen-within-a-screen type display couldalso be used to display one blind spot in a majority of the screen andanother blind spot in a small portion of the screen. As noted above, theblind spot displayed could depend on the status of the gear of thevehicle. The blind spot displayed could also depend on the direction ofturning of the front wheels, the direction of turning of the rear wheelsand/or the activation of the right or left turn signals.

2. Displays

FIG. 11 illustrate a control module 36 that contains a variety ofelectronic components 37-42. The control module is connected to theblind spot monitoring system including the transducer assemblies 5-9 bywires, not shown, or wirelessly and in turn it connects to a display onthe instrument panel 31 or a heads-up display 30. Based on thecalculations performed in a microprocessor 41, the control module 36creates the icons on displays 30 and 31 and additionally initiates audioand haptic warnings as described above. The connection between thecontrol module 36 and the audio and haptic actuators may be a wiredconnection or a wireless connection.

FIG. 12 is a further illustration of the heads-up display 30 shown inFIG. 11. The heads-up display 30 is constructed according to well-knownprinciples and the image is projected focused in front of vehicle 29such that the driver can observe the image without taking his or hereyes from the road.

3. Identification

The use of trainable pattern recognition technologies such as neuralnetworks is an important part of this invention, although othernon-trained pattern recognition systems such as fuzzy logic,correlation, Kalman filters, and sensor fusion can also be used. Thesetechnologies are implemented using computer programs to analyze thepatterns of examples to determine the differences between differentcategories of objects. These computer programs are derived using a setof representative data collected during the training phase, called thetraining set. After training, the computer programs output computeralgorithms containing the rules permitting classification of the objectsof interest based on the data obtained after installation on thevehicle.

These rules, in the form of an algorithm, are implemented in the systemthat is mounted onto the vehicle. The determination of these rules isimportant to the pattern recognition techniques used in this invention.Neural networks either singularly or combination neural networks arecontemplated by this invention. Combination neural networks are groupsof two or more neural networks and include modular neural networks andensemble neural networks among others. Also cellular neural networks andsupport vector machines are also contemplated by this invention.

Artificial neural networks using back propagation are thus far one ofthe most successful of the rule determination approaches. However,research is underway to develop systems with many of the advantages ofback propagation neural networks, such as learning by training, withoutthe disadvantages, such as the inability to understand the network andthe possibility of not converging to the best solution. In particular,back propagation neural networks will frequently give an unreasonableresponse when presented with data than is not within the training data.It is known that neural networks are good at interpolation but poor atextrapolation. A combined neural network fuzzy logic system, on theother hand, can substantially solve this problem. Additionally, thereare many other neural network systems in addition to back propagation.In fact, one type of neural network may be optimum for identifying thecontents of the blind spot and another for determining the location ofthe object dynamically.

The discussion thus far has identified pattern recognition systems andparticularly neural network pattern recognition systems to be used toidentify the contents of the blind spot. One particular neural networkarchitecture has been particularly successful in this field. This isknown as modular neural networks. The concept behind modular neuralnetworks is that when a complicated task is to be accomplished by aneural network, significant improvements in speed and accuracy cansometimes be obtained if the overall problem is divided into a number ofsmaller problems. A separate neural network is then assigned eachsub-task. Thus, a network of neural networks is created.

When a human observes a tree, the human mind concentrates oncharacteristics of that tree and not on characteristics of anautomobile. Thus, the human mind appears to operate also as a modularneural network. There are many ways of applying this concept to blindspot monitoring. Since both the identity and the location of object inthe blind spot are to be determined, it is logical to therefore separatethe problem into a first neural network that determines the identity ofthe object and then a variety of additional neural networks that, giventhe identity of the object, determine its location. In addition, aseparate neural network may be trained to segregate any unknown objectsfrom data that are not understood by the neural networks because nothingsimilar was a part of the training database.

Additional tasks that can be allocated to specific neural networks areto determine environment that the vehicle is operating in. Obviously, anautomobile in a blind spot looks considerably different at night withits headlights on than in bright sunlight. The identification and alsothe position determining tasks can be more accurate if they aresegregated by lighting conditions. Similarly, the presence of fog,smoke, rain, snow, soiled lenses, and other factors can have asignificant effect on the system accuracy and allocated to separategroups of neural networks.

In some embodiments of this invention, the rules are sufficientlyobvious that a trained researcher can look at the returned opticalsignals and devise an algorithm to make the required determinations. Inothers, artificial neural networks are frequently used to determine therules. One such set of neural network software for determining thepattern recognition rules, is available from the NeuralWare Corporationof Pittsburgh, Pa. and another from International Scientific Research inPanama City, Panama. Numerous books and articles, including more than500 U.S. patents, describe neural networks in great detail and thus thetheory and application of this technology is well known and will not berepeated here. Neural networks are now beginning to gain more widespreaduse in the automotive industry including their use for engine control,occupant spatial sensing for the control of airbags, side and frontalcrash sensor algorithms and vehicle diagnostic systems.

The system generally used in this invention for the determination of thepresence of an object in the blind spot is the artificial neural networkor a neural-fuzzy system. In this case, the network operates on thereturned signals from the CCD or CMOS array as sensed by transducerassemblies such as 5, 6, 7, 8 and 9 in FIG. 1, for example. For the caseof the left blind spot, through a training session, the system is taughtto differentiate between many cases including automobiles, pedestrians,bicycles, trucks, animals, motorcycles, fences, guard rails, parkedvehicles etc. This is done by conducting a large number of experimentswhere data from each of these objects is captured in a variety ofpositions, velocities and vehicle operating conditions (rain, night,bright sunlight, rural roads, interstate highways, etc.). As many as1,000,000 such experiments are run before the neural network issufficiently trained and validated so that it can differentiate amongthe various cases and output the correct decision with a very highaccuracy.

Once the network is determined, it is possible to examine the result todetermine, from the algorithm created by the neural network algorithmgenerating software, the rules that were finally arrived at by the trialand error training technique. In that case, the rules can then beprogrammed into a microprocessor. Alternately, a neural computer can beused to implement the network directly. In either case, theimplementation can be carried out by those skilled in the art of patternrecognition using neural networks.

Many systems are now on the market that monitor obstructions in the rearof a vehicle and warn the driver of the existence of such obstructionswhen the driver is backing a vehicle. The technologies currently usedinclude radar, ultrasound and TV cameras. Neither radar nor ultrasoundare generally capable of identifying the object and most such systemscannot locate the object which might allow the driver to slightly changehis or her direction and avoid a curb or pole, for example. Thetelevision camera systems typically do not have illumination sources andat best produce a poor television image to the driver that is difficultto see in sunlight.

FIGS. 13A, 13B and 13C illustrate one preferred method of separating anobject in the blind spot from other objects in preparation for inputinto a neural network for identification and/or position determination.FIG. 13A illustrates a view of the image as seen by a side rear viewtransducer assembly 7 of FIG. 1.

Various filters are employed to simplify and idealize the view theoutput of which is shown in FIG. 13B. A variety of technologies exist toeliminate remaining background objects and isolate the vehicle to arriveat the image as shown in FIG. 13C.

In one preferred method, the distance to the objects to the left andright of the vehicle can determined by the laser radar system describedabove. This permits the elimination of objects that are not in the sameplane as the blind spot vehicle. Any of the distance measuring schemesdescribed above along with pattern matching or pattern linkingtechniques can be used to extract the vehicle. Other techniques involvethe use of relative motion of the object in the blind spot that mayinvolve the use of optical flow calculations. A preferred method isthrough the use of range gating as discussed above. No one system isideal unless the full three-dimensional representation of entire scenehas been achieved. Therefore, a variety of techniques are used dependingon particular problem at hand.

FIG. 14 illustrates a lane-changing problem in congested traffic. Inthis illustration, the driver of vehicle 46 wants to change lanes topass vehicle 47. However, vehicle 45 is in the blind spot and if vehicle46 attempts this lane change, an accident may result. Using theteachings herein, the driver of vehicle 46 will be made aware eitherthrough a visual display or through warning signals, optical, audioand/or haptic, should the driver attempt to execute such a lane change.The driver may be made aware of the presence of the vehicle 45 in theblind spot upon activation of the turn signal, upon detection of thebeginning of the lane change as reflected in the turning of the steeringwheel or front wheels of the vehicle and/or by the presence of an iconshowing the vehicle 45 in the display 30,31.

A detailed discussion of pattern recognition technology as applied tothe monitoring and identification of occupants and objects within avehicle is discussed in Breed et al. (U.S. Pat. No. 5,829,782). Althoughthe application herein is for the identification of objects exterior tothe vehicle, many of the same technologies, principles and techniquesare applicable.

An example of such a pattern recognition system using neural networksusing sonar is discussed in two papers by Gorman, R. P. and Sejnowski,T. J. “Analysis of Hidden Units in a Layered Network Trained to ClassifySonar Targets”, Neural Networks, Vol. 1. pp 75-89, 1988, and “LearnedClassification of Sonar Targets Using a Massively Parallel Network”,IEEE Transactions on Acoustics, Speech, and Signal Processing, Vol. 36,No. 7, July 1988.

4. Anticipatory Sensors

FIG. 15 is an angular perspective overhead view of a vehicle 50 about tobe impacted in the side by an approaching vehicle 51, where vehicle 50is equipped with a blind spot monitor or anticipatory sensor systemshowing a transmitter 52 transmitting electromagnetic, such as infrared,waves toward vehicle 51. This is one example of many of the uses of thisinvention for exterior monitoring.

The transmitter 52 is connected to an electronic module 56. Module 56contains circuitry 57 to drive transmitter 52 and circuitry 58 toprocess the returned signals from receivers 53 and 54. Circuitry 58contains a neural computer 59, which performs the pattern recognitiondetermination based on signals from receivers 53 and 54 (FIG. 15A).Receivers 53 and 54 are mounted onto the B-Pillar of the vehicle and arecovered with a protective transparent cover. An alternate mountinglocation is shown as 55 which is in the door window trim panel where therear view mirror (not shown) is frequently attached.

One additional advantage of this system is the ability of infrared topenetrate fog and snow better than visible light, which makes thistechnology particularly applicable for blind spot detection andanticipatory sensing applications. Although it is well known thatinfrared can be significantly attenuated by both fog and snow, it isless so than visual light depending on the frequency selected. (See forexample L. A. Klein, Millimeter-Wave and Infrared Multisensor Design andSignal Processing, Artech House, Inc, Boston 1997, ISBN 0-89006-764-3).Additionally, much of the reflection from fog, smoke, rain or snow canbe filtered out using range gating, which masks reflections that comefrom certain distance ranges from the sensor.

Radar systems, which may not be acceptable for use in the interior ofthe vehicle, are now commonly used in sensing applications exterior tothe vehicle, police radar being one well-known example. Miniature radarsystems are now available which are inexpensive and fit within theavailable space. Such systems are disclosed in the McEwan patentsdescribed above. One particularly advantageous mode of practicing theinvention for these cases, therefore, is to use a CW radar or pulsedlaser radar system, along with a CCD array. In this case, the radar isused to determine distance and the CCD for identification.

In a preferred implementation, transmitter 52 is an infrared transmitterand receivers 53, 54 and 55 are CCD transducers that receive thereflected infrared waves from vehicle 51. In the embodiment shown inFIG. 15, an exterior-deployed airbag 60 is shown which deploys in theevent that a side impact is about to occur as described in U.S. Pat. No.6,343,810 and elsewhere herein.

In most of the applications above, the assumption has been made thateither a scanning spot, beam or a line of light will be provided. Thisneed not be the case. The light that is emitted to illuminate the objectcan be structured light. Structured light can take many forms startingwith, for example, a rectangular or other macroscopic pattern of lightand dark can be superimposed on the light by passing it through afilter. If a similar pattern is interposed between the reflections andthe camera, a sort of pseudo-interference pattern can result sometimesknown as Moiré patterns. A similar effect can be achieved by polarizingtransmitted light so that different parts of the object that is beingilluminated are illuminated with light of different polarization. Onceagain, by viewing the reflections through a similarly polarized array,information can be obtained as to where the source of light came fromwhich is illuminating a particular object. Different modulation schemescan also be used to create different patterns and the modulation can bevaried in time for particular applications.

As disclosed in U.S. Pat. No. 5,653,462 for interior vehicle monitoringand U.S. Pat. No. 6,343,810 for exterior monitoring, a modulated lightsource can be used to determine the distance to an object eitherinterior or exterior of the vehicle. The basic principle is that thephase of the reflected light is compared to the phase of the transmittedlight and the distance to the reflecting object is determined by thephase difference. There are many ways of implementing this principle.One that has recently been disclosed called the photonic mixing deviceor PMD. In this device, an optical filter is modulated with the samefrequency and the phase that is used to modulate the transmitted lightbeam. In the PMD, this principle is executed on a pixel by pixel basisand incorporated into the CMOS array structure. Although still fallingwithin the teachings of this invention, this results in an unnecessarilycomplicated structure. An alternate method will now be described.

An object in the blind spot or inside a vehicle is illuminated bymodulated light and reflects this light back to a receiver wherein thephase relationship between the reflected light and the transmitted lightis a function of the distance to the reflecting surface. For everypixel, the comparison will be made to the same frequency and phase sinceonly one source of illuminating modulated light has been used toilluminate the entire object. Therefore, there is no advantage inattempting to influence each pixel separately with the modulationfrequency and phase. A similar and preferable approach is to use asingle light valve, electronic shutter or range gate to modulate all ofthe light coming back from the illuminated object.

The technology for modulating a light valve or electronic shutter hasbeen known for many years and is sometimes referred to as a Kerr cell ora Pockel cell. More recent implementations are provided by thetechnology of 3DV discussed above. These devices are capable of beingmodulated at up to 10 billion cycles per second. For determining thedistance to a vehicle in the blind spot, modulations between 5 and 100MHz are needed. The higher the modulation frequency, the more accuratethe distance to the object can be determined. However, if more than onewavelength, or better one-quarter wavelength, exists between the hostvehicle and the object, then ambiguities result. On the other hand, oncea longer wavelength has ascertained the approximate location of thevehicle, then more accurate determinations can be made by increasing themodulation frequency since the ambiguity will now have been removed.

In one preferred embodiment of this invention, therefore, an infraredfloodlight, which can be from a high power laser diode, is modulated ata frequency between 5 and 100 MHz and the returning light passes througha light valve such that amount of light that impinges on the CMOS arraypixels is determined by a phase difference between the light valve andthe reflected light. By modulating a light valve for one frame andleaving the light valve transparent for a subsequent frame, the range toevery point in the camera field of view can be determined based on therelative brightness of the corresponding pixels. Pulse or noise orpseudo noise modulation can also be used which has the advantage thatthe return signal can be more easily differentiated from transmissionsfrom other vehicles. Other differentiation schemes are based onsynchronizing the transmissions to the vehicle GPS location, directionof travel or some other such scheme.

Once the range to all of the pixels in the camera view has beendetermined, range gating becomes a simple mathematical exercise andpermits objects in the image to be easily separated for featureextraction processing. In this manner, many objects in the blind spotcan be separated and identified independently.

As mentioned above, it is frequently not possible to separate light froma broad illumination source from sunlight, for example. It has beendetermined, however, that even in the presence of bright sunlight areflection from a narrow beam of infrared laser light, or a broader beamfrom a high power laser diode, can be observed providing a narrow notchfrequency filter is used on the light entering the receiver. Theprinciples described above, however, are still applicable since asampling of pixels that have been significantly illuminated by thenarrow laser beam can be observed and used for ranging.

The technique of using a wide-angle infrared floodlight is particularlyuseful at night when objects, especially those without self-containedlights, are difficult to observe. During bright sunlight, there isconsiderable information from the visual view taken by the cameras toperform feature extraction, identification, ranging etc. utilizing othertechniques such as relative motion. Thus, a superior blind spotmonitoring system will make use of different techniques depending on theenvironmental conditions.

In more sophisticated implementations of the present invention, therecan be an interaction between the imaging system and the aimingdirection of the infrared laser beam. For example, a particular limitedarea of the image can be scanned by the infrared system when the imagingsystem is having difficulty separating one object from another. It isexpected, as the various technologies described above evolve, that verysmart blind spot, anticipatory sensors and general exterior monitoringsystems based on the teachings of this invention will also evolve.

In one implementation, the goal is to determine the direction that aparticular ray of light had when it was transmitted from the source.Then, by knowing which pixels were illuminated by the reflected lightray along with the geometry of the transducer mountings, the distance tothe point of reflection off of the object can be determined. Thisrequires that the light source not be collocated with the CCD array. Ifa particular light ray, for example, illuminates an object surface thatis near to the source, then the reflection off of that surface willilluminate a pixel at a particular point on the CCD or CMOS array. Ifthe reflection of the same ray however occurs from a more distantsurface, then a different pixel will be illuminated in the CCD array. Inthis manner, the distance from the surface of the object to the CCD canbe determined by triangulation formulas.

Similarly, if a given pixel is illuminated in the CCD from a reflectionof a particular ray of light from the transmitter, and the direction inwhich that ray of light was sent from the transmitter is known, then thedistance to the object at the point of reflection can be determined. Ifeach ray of light is individually recognizable and therefore can becorrelated to the angle at which it was transmitted, then a fullthree-dimensional image can be obtained of the object that simplifiesthe identification problem.

The coding of the light rays coming from the transmitter can beaccomplished in many ways. One method is to polarize the light bypassing the light through a filter whereby the polarization is acombination of the amount and angle of the polarization. This gives twodimensions that can therefore be used to fix the angle that the lightwas sent. Another method is to superimpose an analog or digital signalonto the light that could be done, for example, by using an addressablelight valve, such as a liquid crystal filter, electrochromic filter, or,preferably, a garnet crystal array. Each pixel in this array would becoded such that it could be identified at the CCD. Alternately, thetransmitted radiation can be AM or FM modulated to also provide sourceidentification.

The technique described above is dependent upon either changing thepolarization or using the time or frequency domain, or a combinationthereof, to identify particular transmission angles with particularreflections. Spatial patterns can also be imposed on the transmittedlight that generally goes under the heading of structured light, asdiscussed above. The concept is that if a pattern is identifiable, theneither the distance can be determined by the displacement of the patternin the field of view if the light source is laterally displaced from thereceiver or, if the transmission source is located on the same axis butaxially displaced with the receiver, then the pattern expands at adifferent rate as it travels toward the object and then, by determiningthe size of the received pattern, the distance to the object can bedetermined. In some cases, Moiré pattern techniques are utilized.

A further consideration to this invention is to use the motion of theobject, as determined from successive differential arrays, for example,to help identify that there is in fact an object in the blind spot.Differential motion can be used to separate various objects in the fieldof view and absolute motion can be used to eliminate the background, ifdesired.

In a preferred implementation, transmitter 52 is an ultrasonictransmitter operating at a frequency of approximately 40 kHz, althoughother frequencies could be used. Similarly, receivers 53 and 54 areultrasonic receivers or transducers and receive the reflected ultrasonicwaves from vehicle 51.

A “trained” pattern recognition system as used herein will mean apattern recognition system that is trained on data representingdifferent operating possibilities. For example, the training data mayconstitute a number of sets of a signal from receiver 53 represented thereturned waves received thereby, a signal from receiver 54 representingthe returned waves received thereby and one or more properties of theapproaching object, e.g., its form or shape, size or weight, identity,velocity, breadth and relative distance. Once trained, the trainedpattern recognition system will be provided with the signals fromreceivers 53, 54 and categorize the signals that would lead to adetermination by the system of the property or properties of theapproaching object, e.g., its size or identity.

Some examples of anticipatory sensing technologies follow:

In a passive infrared system, a detector receives infrared radiationfrom an object in its field of view, in this case the approaching objectis most likely another vehicle, and processes the received infraredradiation radiating from the vehicle's engine compartment. Theanticipatory sensor system then processes the received radiation patternto determine the class of vehicle, and, along with velocity informationfrom another source, makes an assessment of the probable severity of thepending accident and determines if deployment of an airbag is required.This technology can provide input data to a pattern recognition systembut it has limitations related to temperature. The sensing of anon-vehicle object such as a tree, for example, poses a particularproblem. The technology may also fail to detect a vehicle that has justbeen started especially if the ambient temperature is high.Nevertheless, for use in the identification of approaching vehicles thetechnology can provide important information especially if it is used toconfirm the results from another sensor system.

In a passive audio system one or more directional microphones can beaimed from the rear of the vehicle can determine from tire-producedaudio signals, for example, that a vehicle is approaching and mightimpact the target vehicle which contains the system. The targetvehicle's tires as well as those to the side of the target vehicle willalso produce sounds which need to be cancelled out of the sound from thedirectional microphones using well-known noise cancellation techniques.By monitoring the intensity of the sound in comparison with theintensity of the sound from the target vehicle's own tires, adetermination of the approximate distance between the two vehicles canbe made. Finally, a measurement of the rate of change in sound intensitycan be used to estimate the time to collision. This information can thenbe used to pre-position the headrest, for example, or other restraintdevice to prepare the occupants of the target vehicle for the rear endimpact and thus reduce the injuries therefrom. A similar system can beused to forecast impacts from other directions. In some cases, themicrophones will need to be protected in a manner so as to reduce noisefrom the wind such as with a foam protection layer. This system providesa very inexpensive anticipatory crash system.

In a laser optical system, the transmitter 52 comprises an infraredlaser beam which is used to momentarily illuminate an object asillustrated in FIG. 15 where transmitter 52 is such a laser beamtransmitter. In some cases, a charge coupled device (a type of TVcamera), or a CMOS optical sensor array, is used to receive thereflected light and would be used as one or both of the receivers 53 and54. The laser can either be used in a scanning mode, or, through the useof a lens, a cone of light or a large diameter beam can be created whichcovers a large portion of the object. When the light covers asignificant area a high powered laser diode can be used. When such ahigh powered laser diode is used the distance to the closest reflectingobject can be measured and the intensity of the radiation at thatdistance controlled so as to maintain eye safety conditions. If theatmospheric conditions are also known so that the dissipation of thetransmitted light can be determined then added power can be used tocompensate for the losses in the atmosphere still maintaining eye safetyconditions. Additionally, the beam can be made to converge at just therate to keep the illumination intensity constant at different distancesfrom the source. To implement some of these concepts, appropriate lenssystems may be required. In some cases the lenses must respond morerapidly then possible with conventional lenses. Solid stateacousto-optical based or liquid based lenses or MEMS mirrors offer thepotential to operate at the required speed.

In each case, a pattern recognition system, as defined above, is used toidentify and classify the illuminated object and its constituent parts.The scanning implementation of the laser system has an advantage thatthe displacement of the object can be calculated by triangulation of thedirection of the return light from the transmitted light providing thesensor and transmitter as displaced from one another. This systemprovides significant information about the object and at a rapid datarate. Its main drawback is cost which is considerably above that ofultrasonic or passive infrared systems and the attenuation that resultsin bad weather conditions such as heavy rain, fog or snow storms. As thecost of lasers comes down in the future, this system will become morecompetitive. The attenuation problem is not as severe as might beexpected since the primary distance of concern for anticipatory sensorsas described here is usually less than three meters and it is unlikelythat a vehicle will be operated with a visibility of only a few meters.If the laser operates in the infrared region of the spectrum, theattenuation from fog is less than if it is operated in the visible partof the spectrum. As mentioned above, any remaining atmosphere scatteringor absorption problems can be alleviated with range gating.

Radar systems have similar properties to the laser system discussedabove with the advantage that there is less attenuation in bad weather.The wavelength of a particular radar system can limit the ability of thepattern recognition system to detect object features smaller than acertain size. This can have an effect in the ability of the system toidentify different objects and particularly to differentiate betweendifferent truck and automobile models. It is also more difficult to useradar in a triangulation system to obtain a surface map of theilluminated object as can be done with an infrared laser. However, foranticipatory sensing the object of interest is close to the host vehicleand therefore there is substantial information from which to create animage for analysis by a pattern recognition system providing a narrowbeam radar is used. Radar remains a high price option at this time butprices are dropping.

The portion of the electromagnetic spectrum between IR and mm wave radaris called the Terahertz portion of the spectrum. It has the advantageover radar in that optical methods may be able to be used thus reducingthe cost and the advantage over IR in that it is absorbed or scatteredless by the atmosphere. Systems are now being developed which shouldpermit widespread use of this portion of the spectrum.

A focusing system, such as used on some camera systems, could be used todetermine the position of an approaching vehicle when it is at asignificant distance away but is too slow to monitor this position justprior to a crash. This is a result of the mechanical motions required tooperate the lens focusing system. By itself, it cannot determine theclass of the approaching object but when used with a charge coupled, orCMOS, device plus infrared illumination for night vision, and anappropriate pattern recognition system, this becomes possible. Systemsbased on focusing theory have been discussed above and in the referencedpatents which permit a crude distance determination from two camerasettings that can be preset. In some cases two imagers can be used forthis purpose. A stereo camera based system is another method of gettingthe distance to the object of interest as discussed above and in thereferenced patents and patent applications.

From the above discussion, it can be seen that the addition ofsophisticated pattern recognition techniques to any of the standardillumination and/or reception technologies for use in a motor vehiclepermits the development of an anticipatory sensor system which canidentify and classify an object prior to the actual impact with thevehicle.

FIG. 16 is an exemplary flow diagram of one embodiment of thisinvention. The blind spot monitor begins by acquiring an image of theblind spot that contains an object to be identified (step 159) and bydetermining the range to the object (step 160) and outputs rangeinformation and image information to a feature extraction routine (step161). The output from the feature extraction routine is fed into theneural network or other pattern recognition algorithm. The algorithmdetermines the identity of object (step 162). Once the identity andrange of the object is known then the display can be updated (step 163).Using current and recent information, the relative velocity algorithmdetermines the relative velocity of the object to the host vehicle bydifferencing or by Doppler techniques (step 164). With the position,velocity and identity of the object in the blind spot known, anappropriate algorithm determines whether it is safe for a lane-changingmaneuver (step 165). If the determination is yes, then control isreturned to the image collection and ranging activities and a new imageand range is determined. If the lane change determination is no, then adetermination is made if the turn signal is activated (which would beindicative of the driver's intention to change lanes) (step 166). Ifyes, then audio and/or visual warnings are activated (step 167). If no,then a determination is made if the operator has begun to change thedirection of the vehicle to begin executing a lane change (and simplyfailed to activate the turn signal) (step 168). If map data is presentroad curvature can also be taken into account. If the vehicle has begunexecuting a lane change, then the audio and/or visual warnings are againactivated (step 167) and a haptic system begins to exert a torque on thesteering wheel to oppose the turning motion of the driver (step 169).Alternately, a vibration can be induced into the steering wheel as afurther warning to the operator not to execute a lane change. Followingthese activities, control is returned to the image acquisition and rangedetermination activities and the process repeats.

The application of anticipatory sensors to frontal impact protectionsystems is shown in FIG. 17 which is an overhead view of a vehicle 70about to be impacted in the front by an approaching vehicle 71. In asimilar manner as in FIG. 15, a transmitter 72 transmits waves 73 towardvehicle 71. These waves are reflected off of vehicle 71 and received byreceiving transducers 74 and 75 positioned on either side of transmitter72.

FIG. 18A illustrates the front of an automobile 76 and shows preferredlocations for transmitting transducer 72 and receiving transducers 74and 75, i.e., the transmitter 72 below the grill and the receivers 74,75on each side of the grill. FIG. 18A also illustrates the distinctivefeatures of the vehicle which cause a distinct pattern of reflectedwaves which will differ from that of a truck 77, for example, as shownin FIG. 18B. In some pattern recognition technologies, the researchermust determine the distinctive features of each object to be recognizedand form rules that permit the system to recognize one object fromanother of a different class. An alternative method is to use artificialneural network technology wherein the identification system is trainedto recognize different classes of objects. In this case, a trainingsession is conducted where the network is presented with a variety ofobjects and told to which class each object belongs. The network thenlearns from the training session and, providing a sufficient number anddiversity of training examples are available, the network is able tocategorize other objects which have some differences from those makingup the training set of objects. The system is quite robust in that itcan still recognize objects as belonging to a particular class even whenthere are significant differences between the object to be recognizedand the objects on which the system was trained.

Once a neural network has been sufficiently trained, it is possible toanalyze the network and determine the “rules” which the network evolved.These rules can then sometimes be simplified or generalized andprogrammed as a fuzzy logic algorithm. Alternately, a neural computercan be programmed and the system implemented on a semiconductor chip asavailable from Motorola.

The anticipatory sensor system must also be able to determine thedistance, approach velocity and trajectory of the impacting object inaddition to the class of objects to which it belongs. This is easilydone with acoustic systems since the time required for the acousticwaves to travel to the object and back determine its distance based onthe speed of sound. With radar and laser systems, the waves usually needto be modulated and the phase change of the modulation determined inorder to determine the distance to the object as discussed in U.S. Pat.No. 5,653,462. Since the same distance measurement techniques are usedhere as in the two above referenced patent applications, they will notbe repeated here.

There is a radar chip available that permits the distance determinationbased on the time required for the radar waves to travel to the objectand back. This technology was developed by Amerigon Inc. of Burbank,California and is being considered for other automotive applicationssuch as constant distance cruise control systems and backing-up warningsystems.

FIG. 18A is a plan front view of the front of a car showing theheadlights, radiator grill, bumper, fenders, windshield, roof and hoodand other objects which reflect a particular pattern of waves whetheracoustic or electromagnetic. Similarly, FIG. 18B is a plane frontal viewof the front of a truck showing the headlights, radiator grill, bumper,fenders, windshield, roof and hood illustrating a significantlydifferent pattern. Neural network pattern recognition techniques usingsoftware available from International Scientific Research. of PanamaCity, Panama can be used to positively classify trucks as a differentclass of objects from automobiles and further to classify differenttypes of trucks giving the ability to predict accident severity based ontruck type and therefore likely mass, as well as velocity. Othersoftware tools are also commercially available for creating neuralnetworks and fuzzy logic systems capable of recognizing patterns of thistype.

In FIG. 19, an overhead view of a vehicle 70 about to be impacted in theside by an approaching vehicle 71 in a perpendicular direction isillustrated where infrared radiation 78 is radiating from the front ofthe striking vehicle 71. An infrared receiver 79 arranged on the side ofvehicle 70 receives this radiation for processing as described above.

The anticipatory sensor system described and illustrated herein ismainly used when the pending accident will cause death or serious injuryto the occupant. Since the driver will no longer be able to steer orapply the brakes to the vehicle after deployment of an airbag which issufficiently large to protect him in serious accidents, it is importantthat this large airbag not be deployed in less serious accidents wherethe driver's injuries are not severe. Nevertheless, it is stilldesirable in many cases to provide some airbag protection to the driver.This can be accomplished as shown in FIG. 20 which is a side view withportions cutaway and removed of a dual inflator airbag system, showngenerally as 80, with an airbag 69 which in essence comprises twoseparate airbags 81 and 82 with one airbag 81 lying inside the otherairbag 82. An optional variable outflow port or vent 85 is provided inconnection with airbag 520 in a manner known in the art. Although asingle inflator having a variable inflation rate capability can be used,FIG. 20 illustrates the system using two discrete inflators 83 and 84which may be triggered independently or together to thereby provide avariable inflation rate of the airbag 69. Inflator 84 and associatedairbag 82 are controlled by the anticipatory sensor system describedherein and the inflator 83 and associated airbag 81 could also beinitiated by the same system. In a less severe accident, inflator 83 canbe initiated also by the anticipatory sensor without initiating inflator84 or, alternately, inflator 83 could be initiated by another sensorsystem such as described U.S. Pat. No. 5,231,253. Each inflator 83, 84contains standard materials therefor, e.g., an initiator, a gaspropellant.

Thus, the variable inflation rate inflator system for inflating theairbag 69 comprises inflators 83, 84 for producing a gas and directingthe gas into the airbag 69, and crash sensors (as described in any ofthe embodiments herein or otherwise available) for determining that acrash requiring an airbag will occur or is occurring and, upon themaking of such a determination, triggering the inflator(s) 83 and/or 84to produce gas and direct the gas into the airbag 69 to thereby inflatethe same at a variable inflation rate, which depends on whether onlyinflator 83 is triggered, only inflator 84 is triggered or bothinflators 83, 84 are triggered (see FIG. 27).

More particularly, the inflator 84 may be associated with ananticipatory crash sensor to be triggered thereby and the inflator 83may be associated with the anticipatory crash sensor or anotherdifferent sensor, such as one which detects the crash only after it hasoccurred. In this manner, inflator 84 will be triggered prior toinflator 83 and inflator 83, if triggered, will supply an additionalamount of gas into the airbag 69.

Although the description above is based on the use of two inflators, thesame result can be obtained through the use of a variable outflow portor vent 158 from the airbag 69 (additional information about a variableoutflow port or vent from the airbag 69 is provided in U.S. Pat. No.5,748,473 (FIG. 9)). A schematic drawing of an embodiment including asingle inflator and a variable outflow port or vent from the airbag isshown in FIG. 28. This has the advantage that only a single inflator isrequired and the decision as to how much gas to leave in the airbag canbe postponed.

As shown in FIG. 28, a first crash sensor 153 is an anticipatory sensorand determines that a crash requiring deployment of the airbag 69 isabout to occur and initiates deployment prior to the crash orsubstantially concurrent with the crash. Thereafter, a second crashsensor 154, which may be an anticipatory crash sensor (possibly even thesame as crash sensor 153) or a different type of crash sensor, e.g., acrush sensor or acceleration based crash sensor, provides informationabout the crash before it occurs or during its occurrence and controlsvent control mechanism 157 to adjust the pressure in the airbag. Thevent control mechanism 157 may be a valve and control system thereforwhich is situated or associated with a conduit connected to the outflowport or vent 85 at one end and at an opposite end to any location wherethe pressure is lowered than in the airbag whereby opening of the valvecauses flow of gas from the airbag through the conduit and valve.

Specifically, the vent control mechanism 157 adjust the flow of gasthrough the port or vent 85 in the airbag 69 (FIG. 20) to enable removalof a controlled amount of gas from the airbag 69 and/or enable acontrolled flow of gas from the airbag 69. In this manner, the airbag 69can be inflated with the maximum pressure prior to or substantiallyconcurrent with the crash and thereafter, once the actual crash occursand additional, possibly better, information is known about the severityof the crash, the pressure in the airbag is lowered to be optimal forthe particular crash (and optimally in consideration of the position ofthe occupant at that moment).

In the alternative, the vent control mechanism 157 can be controlled toenable removal of gas from the airbag 69 concurrent with the generationof gas by the inflator 84 (and optionally 83). In this manner, the rateat which gas accumulates in the airbag 69 is controllable since gas isbeing generated by inflator 84 (and optionally inflator 83, dependent onthe anticipated severity of the crash) and removed in a controlledmanner via the outflow port or vent 85.

4.1 Positioning Airbags

Referring again to FIG. 20, when the large airbag 82 is inflated fromthe driver's door, for example, it will attempt to displace the occupantaway from the vehicle door. If the seatbelt attachment points do notalso move, the occupant will be prevented from moving by the seatbeltand some method is required to introduce slack into the seatbelt orotherwise permit him to move. Such a system is shown in FIG. 21 which isa perspective view of a seatbelt mechanism where a device releases acontrolled amount of slack into seatbelt allowing an occupant to bedisplaced.

The seatbelt spool mechanism incorporating the slack inducer is showngenerally as 68 in FIG. 21 and includes a seatbelt 86 only a portion ofwhich is shown, a housing 87 for the spool mechanism, a spool 88containing several wound layers of seatbelt material 86. Also attachedto the spool 88 is a sheave 89 upon which a cable 90 can be wound. Cable90 can be connected to a piston 92 of an actuator 91. Piston 92 ispositioned within a cylinder 94 of the actuator 91 so that a space isdefined between a bottom of the cylinder 94 and the piston 92 and isable to move within cylinder 94 as described below.

When the anticipatory sensor system decides to deploy the airbag, italso sends a signal to the seatbelt slack inducer system of FIG. 21.This signal is in the form of an electric current which passes through awire 96 and is of sufficient magnitude to initiate a pressure generatingmechanism for generating a pressure in the space between the piston 92and the cylinder 94 to force the piston 92 in a direction to cause thesheave 89 to rotate and thus the spool 88 to rotate and unwind theseatbelt therefrom. More specifically, the electric current through wire96 ignites a squib 97 arranged in connection with a propellant housing95. Squib 97 in turn ignites propellant 98 situated within housing 95.Propellant 98 burns and produces gas which pressurizes chamber 99defined in housing 95, which is in fluid communication with the space ata bottom 93 of the cylinder 94 between the cylinder 94 and the piston92, and pressurizes cylinder 94 below piston 92. When subjected to thispressure, piston 92 is propelled upward within cylinder 94, pullingcable 90 and causing sheave 89 to rotate in the counterclockwisedirection as shown in FIG. 21. This rotation causes the spool 88 to alsorotate causing the belt 86 to spool off of spool 88 and thereby inducinga controlled amount of slack into the belt and thus permitting theoccupant to be displaced to the side.

In some cases, it may not be necessary to control the amount of slackintroduced into the seatbelt and a simpler mechanism which releases theseatbelt can be used.

An alternate system is shown in FIG. 22 which is a frontal view of anoccupant 100 being restrained by a seatbelt 101 having two anchoragepoints 102 and 103 on the right side of the driver where the one 102holding the belt at a point closest to the occupant 100 is releasedallowing the occupant 100 to be laterally displaced to the left in thefigure during the crash. A detail of the release mechanism 102 takenwithin the circle 22A is shown in FIG. 22A.

The mechanism shown generally as 102 comprises an attachment bolt 111for attaching the mechanism to the vehicle tunnel sheet-metal 109. Bolt111 also retains a metal strip 110 connected to member 106. Member 106is in turn attached to member 108 by means of explosive bolt assembly105. Member 108 retains the seatbelt 101 by virtue of pin 107 (FIG.22B). A stop 112 placed on belt 101 prevents the belt from passingthrough the space between pin 107 and member 108 in the event that theprimary anchorage point 103 fails. Upon sensing a side impact crash, asignal is sent through a wire 104 which ignites explosive bolt 105releasing member 106 from 108 and thereby inducing a controlled amountof slack into the seatbelt.

In some implementations, the vehicle seat is so designed that in a sideimpact, it can be displaced or rotated so that both the seat andoccupant are moved away from the door. In this case, if the seatbelt isattached to the seat, there is no need to induce slack into the belt asshown in FIG. 23. FIG. 23 is a frontal view of an occupant 115 beingrestrained by a seatbelt 116 integral with seat 117 so that when seat117 moves during a crash with the occupant 115, the seatbelt 116 andassociated attachments 118, 119, 120 and 121 also move with the seatallowing the occupant 115 to be laterally displaced during the crash.

Various airbag systems have been proposed for protecting occupants inside impacts. Some of these systems are mounted within the vehicle seatand consist of a plurality of airbag modules when both the head andtorso need to be protected. An illustration of the use of this module isshown in FIG. 24A, which is a frontal view of an occupant 122 beingrestrained by a seatbelt 123 and a linear airbag module 124, of the typedescribed in patent application publication US20020101067, includingamong other things a housing 126 and an inflatable airbag 125 arrangedtherein and associated inflator. This linear module is mounted byappropriate mounting devices to the side of seat back 127 to protect theentire occupant 122 from his pelvis to his head. An anticipatory sensormay be provided as described above, i.e., one which detects that a sideimpact requiring deployment of the airbag is required based on dataobtained prior to the crash and initiates inflation of the airbag by theinflator in the event a side impact requiring deployment of the airbagis detected prior to the start of the impact.

Airbag module 124 may extend substantially along a vertical length ofthe seat back 940 as shown, and the airbag 124 in the housing 126 may beattached to the seat-back 127 or integral therewith.

A view of the system of FIG. 24A showing the airbag 125 in the inflatedcondition is shown in FIG. 24B.

In FIG. 25A, a frontal view of an occupant 128 being restrained by aseatbelt 129 and wherein the seat 131 is displaced toward vehiclecenter, i.e., away from the side and side door of the vehicle, bydeploying airbag 130 is shown. In this case, the seatbelt 129 isattached to the seat 131 as described above with reference to FIG. 23.In this case, rail mechanisms 132 and 133 permit the seat to bedisplaced away from the door under the force produced by the deployingairbag 130. Rail mechanisms 132,133 may include a first member having aguide channel and a second member having a projection positioned formovement in the guide channel of the first member.

To enable displacement of the seat 131 and thus the occupant 128 awayfrom the airbag-deploying structure, the door in the illustratedembodiment, by the force exerted on the seat 131 upon inflation of theairbag 130, the rail mechanisms 132,133 are preferably oriented in anydirection not perpendicular to the deploying direction of the airbag,i.e., not parallel to the side of the vehicle in the illustratedexample. Otherwise, if the orientation of the rails mechanisms 132,133was parallel to the side of the vehicle and the airbag 130 deployed in adirection perpendicular to the side of the vehicle, the seat 131 wouldnot be moved away from the side door. Obviously, to provide for thefastest possible displacement away from the airbag-deploying structure,the rail mechanisms 132,133 are oriented perpendicular to theairbag-deploying structure, which may also be parallel to the deployingdirection of the airbag 130.

Thus, for an airbag mounted in the steering wheel or dashboard anddesigned to deploy in a frontal impact, the rail mechanisms 132,133would optimally be oriented in the longitudinal direction of thevehicle. For an airbag mounted in the side as shown in FIG. 25A, therail mechanisms would optimally be oriented in a direction perpendicularto the longitudinal direction of the vehicle.

In FIG. 25B, a frontal view of an occupant 128 being restrained by aseatbelt 129 and wherein the seat 131 is rotated toward vehicle center,i.e., substantially about an axis perpendicular to a horizontal plane ofthe vehicle, by deploying airbag 130 is shown. In this case, theseatbelt 12 is attached to the seat 131 as described above withreference to FIG. 23. In this case, rail mechanisms 134 and mountinglocations 135 permit the seat to be rotated away from the door under theforce produced by the deploying airbag 130. This figure is shown withthe occupant rotated 90 degrees from initial position, this amount ofrotation may be difficult for all vehicles. However, some degree ofrotation about the vertical axis is possible in most vehicles. Railmechanisms 134 may include a first member having a curved guide channeland a second member having a projection positioned for a curving orrotational movement in the guide channel of the first member.

As shown in FIG. 25B, the seat 131 is rotated in a clockwise directionso that the occupant is facing inward during the rotation. The railmechanism 134 can be designed to rotate the seat 131 counterclockwise aswell as along any rotational path. For example, in a frontal impact, itmight be desirable to rotate the occupant toward the adjacent side doorto enable the occupant to exit the vehicle via the side door and/or beextracted from the vehicle via the side door. Otherwise, if the occupantwere to be rotated inward, the seat back would be interposed between theoccupant and the side door and might hinder egress from the vehicle andextraction of the occupant from the vehicle after the crash.

In an alternate case where there is sufficient space for the occupant'slegs and feet, the seat 131 can be rotated as shown in FIG. 25C, i.e.,substantially about an axis oriented in a longitudinal direction of thevehicle. The rotating mechanism comprises a hinged assembly of twoplates 136 and 137, with plate 136 attached to the vehicle floorpan andplate 137 attached to the vehicle seat 131. The two plates are heldtogether by a suitable clamp 138 which is released by the sensor at thesame time the airbag is deployed.

Other means for tilting the seat 131 or enabling rotation of the seat131 about the vehicle yaw axis or roll axis are also envisioned to bewithin the scope of the invention.

The displacement of the seat 131 by the force exerted by the airbag uponits inflation or deployment is thus very useful for increasing thedistance between the occupant and the site of the impact, whether it isa side impact, frontal impact or even a rear-impact.

Displacement of the seat 131 could also be useful in rollover situationswhere the occupant could benefit from such a rotation or displacementdepending on the nature of the rollover. Such a system could aid inpreventing the occupant's head or other body part from being partiallyejected out of the passenger compartment. Thus, a rollover sensor, whichcan be one or more gyroscopes and/or accelerometers or even an IMU(inertial measurement unit), could replace the crash sensor for thispurpose. Upon detection of a rollover, an action could be taken toinflate an airbag and enable movement of the seat when the force exertedby the inflation of the airbag is effective on the seat. One or more ofthe seat displacement enabling system could be incorporated into thevehicle so that one or more of these systems can be activated upon thedetection of a rollover, depending on which motion of the seat andoccupant would best benefit the occupant.

Many of the techniques disclosed above will not work well for some oftoday's small vehicles. They are more applicable in vans, sport utilityvehicles, some small trucks and some minivans with some modifications.For these and other vehicles, an externally deployed airbag may be analternate solution or both can be used together.

4.2 Exterior Airbags

Once an anticipatory sensor system is in place, it becomes possible toconsider deployment of an airbag external to the vehicle. Thispossibility has appeared in the automobile safety literature in the pastbut it has not been practical until the impacting object can beidentified and/or an assessment of the probable severity of the accidentmade. For prior art systems, it has not been possible to differentiatebetween a plastic sand-filled construction barrier or a cardboard box,for example, neither of which would result in a serious accident (andthus airbag deployment would not be required) and a concrete pillar,tree or wall which would likely result in a serious accident (and thusairbag deployment would be required). With the development of thepattern recognition systems described herein, and in the abovereferenced patents and patent applications, this problem has been solvedand the use of an external airbag now becomes feasible.

Assessment of the probable severity of the impact is preferablyaccomplished using one or more of the pattern recognition techniquesdisclosed herein, whereby the identity, size or another property of theobject about to impact the vehicle (or with which the vehicle is aboutto impact) is determined using the pattern recognition technique and theidentification or determination of the object's size is consideredbefore initiating deployment of the airbag. In this manner, uponappropriate training of the pattern recognition algorithm, if thevehicle is about to strike a large cardboard box, it will be identifiedas such and airbag deployment will not occur. On the other hand, if thevehicle is about to strike a large truck, it will be identified as suchand airbag deployment will occur. In the prior art, no suchdifferentiation was made about the object involved in the impact basedon remote sensing, i.e., sensing prior to impact.

Such a system adapted for side impact protection is shown in FIG. 26Awhich is a perspective view with portions cutaway and removed of avehicle 140 about to be impacted in the side by another vehicle 141. Anairbag module is shown generally as 146 mounted to the side door of thevehicle 140 prior to inflation of an airbag 147 arranged in the airbagmodule 146. A portion of the side door of vehicle 140 has been cutawayto permit viewing of the airbag module 146. The vehicle 140 contains astrong support beam 144 arranged in a longitudinal direction of thevehicle at least partially within the side door(s) 142 and whichprovides a reaction surface along with the vehicle door 142 for theairbag. Upon initiation by the anticipatory sensor, a deployment door,not shown, is opened in an external door panel 143 by any of a number ofmethods such as pyrotechnically, permitting the airbag 147 to emergefrom the vehicle door 142 as shown in FIG. 26B, the airbag 147 beinginflated by an inflator responsive to the detection by the anticipatorysensor that a side impact requiring deployment of the airbag isrequired.

Through a system such as illustrated in FIGS. 26A and 26B, the accidentcan be substantially cushioned prior to engagement between the vehicleand the impacting object. By this technique, an even greater protectioncan be afforded the occupant especially if an internal airbag is alsoused. This has the further advantage that the occupant may not have tobe displaced from behind the steering wheel and thus the risk to causingan accident is greatly reduced. It also may be the only system whichwill work with some of today's small vehicles. The anticipatory sensorsystem could determine whether the impact is one which requiresdeployment of only the external airbag 147 or one which requiresdeployment of both the internal airbag and the external airbag 147.

Although the description of FIGS. 26A and 26B relates to side impactprotection, it is understood that the same concept can be used forfrontal impacts and rear impacts and rollover situations. That is, thelocation of the airbag 147 is not limited to locations along the side ofthe vehicle, nor to the side door.

An anticipatory sensor system can thus be installed all around thevehicle, with multiple externally deployable airbags, whereby in use,when a determination is made that an object is about to impact thevehicle, only the airbag(s) which will inflate between the vehicle andthe object, and which will cushion the impact, is/are inflated.

For example, FIGS. 29A and 29B show an externally deployable airbagmounted at the front of a vehicle so as to provide frontal impactprotection. The airbag may be mounted in a housing or module in and/orproximate the bumper, fender, grille, or other part at the front of thevehicle. By using anticipatory sensing and/or exterior objectidentification as discussed above, the airbag is deployed prior to or atthe moment of impact.

FIGS. 30A and 30B show an externally deployable airbag mounted at therear of a vehicle so as to provide rear impact protection. The airbagmay be mounted in a housing or module in and/or proximate the bumper oranother part at the rear of the vehicle. By using anticipatory sensingand/or exterior object identification as discussed above, the airbag isdeployed prior to or at the moment of impact.

4.3 Pedestrian Protection

FIGS. 31A and 31B show an externally deployable airbag mounted at thefront of a vehicle for a situation where pedestrian protection isobtained. The airbag may be mounted in a housing or module in and/orproximate the bumper, fender, grille, or other part at the front of thevehicle. By using anticipatory sensing and/or exterior objectidentification as discussed above, the airbag is deployed prior to or atthe moment of impact to protect the pedestrian. It can be seen bycomparing FIG. 29B and FIG. 31B that the airbag for pedestrianprotection deploys over the hood of the vehicle instead of in front ofthe vehicle. In a similar manner, an airbag for pedestrian impactprotection at the rear of a vehicle would be arranged to deploy over thetrunk instead of rearward as shown in FIG. 30B.

In this embodiment, the anticipatory sensor system can be designed tosense an approaching pedestrian or animal and deploy the airbag tocushion the pedestrian's or animal's impact against the vehicle.

It is envisioned that the features of the side impact protectionsystems, rear impact protection systems, frontal impact protectionsystems, and pedestrian impact protection systems can be usedinterchangeably to the extent possible. Thus, features of the sideimpact protection systems can be used for rear, frontal and pedestrianimpact protection.

4.4 Positioning of Out-of-Position Occupants

In another embodiment of the invention using an anticipatory sensorsystem, a deploying airbag is used to position the occupant. That is, anairbag is arranged and designed to move only a part of the occupant, notnecessarily the seat, so as to make room for deployment of anotherairbag. For example, a shoulder or thorax airbag could be deployed basedon a determination from an anticipatory sensor system that a crash isimminent and a determination from an interior monitoring system that theoccupant's head is resting against the window. The deploying shoulder orthorax airbag would serve to push the occupant's head away from thewindow, making room for the deployment of a side curtain airbag betweenthe window and the person's head. Such positioning airbags could bestrategically arranged in the vehicle to move different parts of anoccupant in a specific direction and then deployed based on the positionthe occupant is in prior to the impact to change the occupant's statusof “out-of-position” vis-à-vis airbag deployment to “in-position”.

An example of the use of positioning airbags in accordance with theinvention is shown in FIGS. 32A, 32B and 32C wherein a passenger isshown leaning against a door in FIG. 32A, a positioning airbag deploysfrom the door to move the passenger away from the door as shown in FIG.32B and a side curtain airbag is deployed, e.g., from a location abovethe window, when the passenger has been moved away from the door asshown in FIG. 32C. Ideally, the passenger or a part thereof would bemoved a sufficient distance to enable effective deployment of the sidecurtain airbag while preventing injury.

Using a positioning airbag, the positioning airbag is preferablydeployed before the main airbag or side curtain airbag. Deployment ofthe positioning airbag could be initiated based on anticipatory sensingof an object about to impact the vehicle, and/or in conjunction with aninterior monitoring system or occupant position sensor which would sensethe position of the occupant or a part thereof and determine the need tomove the occupant or a part thereof to enable deployment of the mainairbag or side curtain airbag, or at least to make the deployment moreeffective. Deployment of the positioning airbag(s) could also be basedon an actual detection of a crash involving the vehicle by crush-basedsensors or acceleration-based sensors and the like. Determination of theposition of the occupant can lead to assessment of a situation when theoccupant is out-of-position for deployment and must be moved into abetter position for deployment of the main or side curtain airbag. A“better” position for deployment being a position in which the occupantis able to receive more of the benefits of the protective cushion and/ormovement prevention provided by the main or side curtain airbag.

The use of positioning airbags is also particularly suited forrollovers. In a rollover situation, a vehicle 170 can move sidewaystoward a curb or highway barrier 171 (FIG. 33A) and then strike thebarrier 171 (FIG. 33B). Upon impact with the barrier 171, the driver 172is forced toward the driver-side window 173 while the vehicle 170 beginsto rollover. At this time, as shown in FIG. 33C, the side curtain airbag174 deploys downward. However, since the driver 172 is against thewindow 173, the side curtain airbag 174 may actually deploy inward ofthe driver 172 thereby can trap the driver 172 between the side curtainairbag 174 and the window 173. Typically the window 173 breaks so thatthe head of the driver 172 may actually be forced through the brokenwindow. When the vehicle 170 completes the rollover, the driver 172 isforced against the ground and may be seriously injured if not killed(FIG. 33D).

To remedy this situation, the invention contemplates the use of one ormore positioning airbags. As such, as shown in FIG. 34B, when the driver172 is detected to be against the window 173 or simply displaced from aposition in which the side curtain airbag 174 will be properly deployed,a positioning airbag 175 is deployed. Such detection of the position ofthe occupant may be made by any type of occupant sensor including butnot limited to a proximity sensor arranged in the door. As shown in FIG.34B, the positioning airbag 175 is arranged in a door of the vehicle 170and deploys inward. The positioning airbag 175 may also be arranged inthe side of the seat or in the side of the vehicle other than in a door.Also, the positioning airbag 175 can be controlled to deploy wheneverdeployment of the side curtain airbag 174 is initiated. That is, it ispossible to provide a sensor for detecting when side curtain airbag 174will deploy (for example a rollover sensor) and once such deployment isauthorized, the positioning airbag 175 will be deployed prior todeployment of the side curtain airbag 174 to ensure that the driver isproperly positioned (See FIGS. 34C and 34D). In this case, theactivation mechanism of the positioning airbag 175 is coupled to thecontrol device of the side curtain airbag 174.

Although a side curtain airbag has been illustrated in the variousfigures herein, this same invention applies when an inflatable tube ortubular airbag, such as manufactured by Simula Inc. of Arizona, is usedfor retention of an occupants head within the vehicle. Thus, for thepurposes herein, a side curtain airbag will encompass such inflatabletube or tubular airbags or equivalent. Similarly, although they have notbeen widely used up until now, other systems employing nets have beenproposed for this purpose and they are also contemplated by thisinvention.

In one typical embodiment, the positioning airbag will always bedeployed in rollover accidents when the curtain or tubular airbag isdeployed and an occupant position sensor is not used. Similarly, theside curtain or tubular airbag is also usually deployed even in sideimpacts where there is no rollover as it provides protection against theoccupant's head striking the intruding vehicle. There is even a strongmotivation for deploying both side positioning and curtain or tubularairbags for frontal impacts as control over the position and motion ofthe occupant is improved.

Finally, although it is desirable to deploy the positioning airbagfirst, in many cases both airbags are deployed at the same time and thefact that the positioning airbag will deploy more rapidly is relied onto prevent the entrapment of the occupant's head outside of the window.The flow of gas into the curtain airbag can be controlled to facilitatethis effect.

In a frontal crash when a frontal protection airbag is used, thedirection of deployment of the positioning airbag would be substantiallyperpendicular to the direction of deployment of the frontal airbag. Thatis, the positioning airbag would deploy in a direction away from thedoor laterally across the vehicle whereas the main airbag would deployedin a longitudinal direction of the vehicle. The positioning airbag wouldthus move the occupant laterally to obtain the benefits of thedeployment of the frontal airbag. However, the angle between thedeployment direction of the positioning airbag and the deploymentdirection of main or side curtain airbag can vary. In fact, it isconceivable that the deployment directions are the same whereby if anoccupant is too close to the deployment door or location of the mainairbag, then a smaller positioning airbag is deploy to push the occupantaway from the deployment door and only once the occupant is sufficientlydistant from the deployment location is the main airbag deployed.Monitoring of the position of the occupant is useful to determine whenthe positioning airbag need to be deployed and if and when the occupantis moved a sufficient distance by the deployment of the positioningairbag so as to be positioned in a proper position for deployment of themain or side curtain airbag. The rate of deployment of the positioningairbag and the amount of inflation gas used to deploy the airbag can bevaried depending on the size and position of the occupant (as determinedby occupant sensors for example) and the severity of the crash.

The timing of the deployments of the positioning airbag and main airbag,or the positioning airbag and side curtain airbag, can take into accountthe distance the occupant must be moved, i.e., the position of theoccupant. This can ensure that the occupant is not moved too far by thepositioning airbag out of the range of protection provided by the mainairbag. The timing can thus be based on the position and/or weight ofthe occupant. The timing of the deployments can also or alternatively bebased on the characteristics or properties of the occupant, i.e., themorphology of the occupant. For example, different deployment scenarioscan be used depending on the weight of the occupant since a lighteroccupant would move faster than a heavier occupant.

The rate of deployment of the main or side curtain airbag can also bevaried so that it deploys more slowly than the positioning airbag. Assuch, the positioning airbag will have its positioning effect first andonly thereafter will the main or side curtain airbag have its protectiveeffect. The rate of deployment of the airbags can be varied in additionto the timing of the deployments.

Although the use of positioning airbags is described above withreference to FIGS. 34A-34D for a driver, it is understood that suchpositioning airbag can be used for each seating location in the vehicle.Also, one airbag can be used for multiple seating locations, forexample, seating locations on the same side of the vehicle.

The manner in which the positioning airbag is deployed is illustrated inFIG. 35 wherein the first step is to detect a rollover or other crashsituation at 240. Such detection may be based on anticipatory crashsensing. The occupant's position (present or future) may then bedetermined or monitored at 241. For multiple occupants, the position ofeach occupant can be determined at that time or it is conceivable thatthe occupant's position at a set time in the future is extrapolated, forexample, based on the occupant's current position and velocity, theoccupant's position in the immediate future can be calculated using theequation that the future position equals the current position plus thevelocity times the time differential. A determination is made at 242whether the occupant is “out-of-position” which in the rolloversituation would be too close to the window. If not, then the sidecurtain airbag is deployed at 243. If yes, a positioning airbag isdeployed at 244 to move the occupant into an appropriate position fordeployment of the side curtain airbag. Optionally, the occupant'sposition can be determined after deployment of the positioning airbag at245 or extrapolated based on the imparted velocity to the occupant fromthe deploying positioning airbag. If the position of the occupant isproper for deployment of the side curtain airbag or will be proper forthe deployment of the side curtain airbag, then the side curtain airbagis deployed at 243.

Positioning airbags can be arranged at different locations throughoutthe vehicle with each one designed to move one or more occupants in adesired direction. A control unit for the positioning airbags, which maybe a processor coupled to a crash sensor system (anticipatory or other)and occupant position determining system, determines which positioningairbag(s) are to be deployed based on the position of the occupant(s).

The general components of an apparatus for deploying multiple airbags inaccordance with the invention are shown schematically in FIG. 36. Acrash and/or rollover sensor system 180 is arranged on the vehicle andmay include one or more anticipatory crash sensors, crush crash sensors,acceleration-based crash sensors or rollover sensors based ongyroscope(s), an IMU or angle sensors. An occupant position/velocitysensor system 181 is arranged on the vehicle to monitor the presence andposition of the occupants and optionally determine the velocity of theoccupants. The sensor system 181 can be any known system in the priorart including those disclosed in the assignee's U.S. patents referenceabove. Sensor system 181 can also include sensors which measure amorphological characteristic or property of the occupant such as theoccupant's weight. The crash sensor system 180 and occupant sensorsystem 181 are coupled to a processor/control unit 182. Control unit 182receives input from the crash sensor system 180 as to an expected crashinvolving the vehicle (when the crash sensor system 180 includes ananticipatory sensor) or an actual crash or rollover involving thevehicle. Control unit 182 determines which protective airbags need to bedeployed, if any, to protect the occupants. Such protective airbagsinclude the side curtain airbag on the left side of the vehicle 183, theside curtain airbag on the right side of the vehicle 184, the frontairbag on the left side of the vehicle 185, the front airbag on theright side of the vehicle 186, and others. Control unit 182 alsodetermines whether any of the positioning airbags 1-4 (elements187A-187D) need to be deployed prior to and/or in conjunction with thedeployment of the protective airbags. Although generally the positioningairbags are deployed prior to the deployment of the protective airbagsin order to properly position an occupant, the positioning airbags couldbe deployed whenever the vehicle experiences a crash or rollover toprovide some added cushioning. Positioning airbag 1 could be associatedwith the side curtain airbag on the left side of the vehicle andeffective to move the occupant(s) away from the left side of thevehicle. Positioning airbag 2 could be associated with the side curtainairbag on the right side of the vehicle and effective to move theoccupant(s) away from the right side of the vehicle. Positioning airbags3 and 4 would serve to deploy to position the occupants for deploymentof the respective frontal airbags.

Control unit 182 can determine the timing of the deployment of thepositioning airbag and associated protective airbag, i.e., the timedifferential between the initiation of the inflation which will beoptimum to allow the occupant time to be moved by the positioning airbaginto position to be protected by the protective airbag. Control unit 182can also determine the rate of inflation of the positioning andprotective airbags, when such airbags are provided with the capabilityof variable inflation rates. In this case, the protective airbag may bedeployed at the same time as the positioning airbag (or possibly evenbefore) but the protective airbag inflates more slowly than thepositioning airbag. Control unit 182 can also factor in the morphologyof the occupant to be protected when determining the inflationparameters, i.e., the timing difference and rate of inflation. This isuseful since weight of the occupant affects the occupant's movement,i.e., a heavier occupant will be moved more slowly than a lighteroccupant. In some cases more gas will be allowed to flow into the airbagfor heavier people than for lighter people.

5.0 Agricultural Product Distribution Machines

Referring now to FIGS. 37-46, embodiments of vehicles in accordance withan invention herein including a new ground speed sensor will bedescribed. The ground speed sensor is designed to more accurately detectthe speed of travel of the vehicle on the ground than in prior artconstructions discussed above. Specifically, the ground speed sensor inaccordance with the invention accounts and compensates for pitching ofthe vehicle and/or slipping of the wheels which would provide anincorrect ground speed using prior art constructions.

Generally, the ground speed sensor is mounted on a frame of the vehicleand includes a wave transmitter or emitter and wave receiver. The wavetransmitter or emitter directs waves at an angle from the vertical planeso that the waves impact the ground and reflect from the ground back tothe wave receiver. A processor or other type of computational deviceconsiders the information about the transmission or emission of thewaves and the reception of the waves and calculates the speed of travelof the vehicle on the ground based on the information. The informationmay be the frequency of the transmitted and received waves, the time oftransmission and the time of reception of the waves and other similarparameters. The speed of travel of the vehicle on the ground may bedetermined based on a plurality of time intervals between transmissionof waves and reception of waves. The processor can also be designed todetermine the speed of travel of the vehicle on the ground based on ameasurement of the Doppler frequency.

The ground speed sensor may be used with various agricultural machineryand construction equipment as described below. Once the ground speed isdetermined, the agricultural machinery can be controlled to distributeproduct based in part on the ground speed or the construction machinerycan be operated based in part on the ground speed.

Compensation for pitching of the vehicle may involve mounting collocatedtransmitter and receiver on the frame to move in a curve about a centerof rotation of the vehicle upon pitching of the vehicle. The absolutepitching angle of the vehicle is measured and a reference angle is alsomeasured with the pitching angle of the vehicle relative to the groundbeing the difference between the absolute pitching angle and thereference angle. The reference angle may be measured using a gravity ortilt sensor. The absolute pitching angle of the vehicle may be measuredby a two antenna GPS receiver.

Various constructions of the wave transmitter and receiver may be usedincluding those discussed above. For example, the wave transmitter maycomprise one or more laser diodes, a pulsed laser and a continuous laserbeam directing infrared light to scan in a line. In the latter case, atransmitter control unit for controlling the scanning laser beam ofinfrared light such that the infrared light traverses an area of theground near the vehicle. The wave receiver may comprise a single pixelreceptor, a CCD array, a CMOS array, an HDRC camera, a dynamic pixelcamera and/or an active pixel camera.

The wave transmitter and receiver can be designed to transmit ultrasonicwaves, radar waves and infrared waves among others. In the latter case,a notch filter may be used for filtering light other than infrared lightemitted by the wave transmitter. A light valve can also be used as thewave receiver.

Referring now to FIG. 37, a known product distribution machine 190generally includes a frame, at least one tank, bin or other storagecompartment 191 for holding product to be distributed, and adistribution system or other conveying mechanism 193 to transmit theproduct to a desired location such as the field. A driving mechanism 192passes the product from the storage compartment 191 to the conveyingmechanism 193. The storage compartment 191, driving mechanism 192 andconveying mechanism 193 may be mounted on the frame or may constitutethe frame.

Referring now to FIGS. 38 and 39, the control unit of the productdistribution machine 190 generally includes a microprocessor 194, whichenables the driving mechanism 192 to run automatically. The agriculturalproduct distribution machine 190 is towed by a vehicle (not shown) in afield onto which product must be applied. In one embodiment of theinvention, the microprocessor 194 receives command signals from a groundspeed sensor 195 and from a user interface 196. The ground speed sensor195 detects the ground speed or forward speed of the tractor, not shown,that is towing the agricultural product distribution machine 190 acrossthe field.

The user interface 196 allows the operator to monitor and set variousparameters relating to the process, such as application rate, locationin the field, implement widths, calibration numbers, and the like. Someof the process parameters can be changed through controls or operatorsettings 197.

The operator settings 197 on the user interface 196 may be buttons orany other input device, such as keys on a keypad, switches, levers, orthe like, mouse pad or even voice input. The user interface 196 ispositioned in such a way that an operator can control the system whilethe agricultural product distribution machine 190 is traveling on thefield. The user interface 196 can comprise a display and a consolesituated in the cab of the tractor towing the agricultural productdistribution machine 190.

The ground speed and the data from the user interface 196 are processedby the microprocessor 194. Upon processing, the microprocessor 194activates the driving mechanism 192 that, in turn, drives product fromthe storage compartment 191 into the conveying mechanism 193 at acontrolled rate output 198.

During operation, the driving mechanism 192 runs automatically at adispensing rate calculated based on the detected ground speed, on theoperator settings, and on other process specific parameters. Therefore,the controlled rate output 198 varies with the rate data input tocompensate for ground speed fluctuations and to produce a consistentapplication of the product onto the field.

The system in accordance with the invention assumes that detailedmeter-by-meter variation in the distribution of the product onto thefield is not required. Instead, one goal is a highly even distributionof product. Under these assumptions, normally the farmer will try to becertain that every part receives the optimum amount of product and thushe will tend to slightly over apply product in order to account for theinaccuracy in the ground speed sensor 195 for the case where it overcalculates the true ground speed. On the other hand, when the wheels areslipping, even more product will be dispensed per linear meter. Thus, innormal operation there will be an uneven distribution of product and itwill tend to result in the consumption of an excess of product. Underthese assumptions, by practicing the invention, the farmer will savemoney as now he will not have to over-dispense product on average and inparticular when the wheels are slipping. In the other case where thefarmer truly dispenses the right amount of product on average but thedistribution is uneven under the prior art system, he will be penalizedwith inferior yield and thus lose money at harvest time compared withwhat he will receive when practicing this invention.

The invention will be described next in the context of three preferredembodiments: air seeding systems, precision planters, and sprayers. Theperson skilled in the art will recognize that the present invention maybe embodied in other types of product distribution machines.

Air Seeders

FIGS. 39 and 40 depict an air seeder or air cart 200 (which is anagricultural product distribution machine 190) embodying the presentinvention. The air cart 200 includes an air distribution system 203(which is a conveying mechanism 193). The air cart 200 also includes aseeding tool 210, which may be a series of ground openers. The airdistribution system 203 includes a manifold 204, and in someembodiments, a series of hoses. The air cart 200 can be attached to avehicle, such as a tractor, or it can be built as an integral part of avehicle. The air cart 200 includes one or more tanks 202 (whichconstitute a storage compartment) to hold products like seed andfertilizer. The air cart 200 also includes a driving mechanism 192. Thedriving mechanism 192 includes a metering system 207 to deliver theappropriate amount of product to the air distribution system 203, and afan 205.

The metering system 207 controls the dispensing rate of product from thetanks 202 into the air distribution system 203. The dispensing rate ofthe metering system 207 determines the application rate of product ontothe field.

Referring now to FIG. 40, the metering system 207 includes a meteringwheel 208 designed to dispense product at a predetermined rate. Asproduct passes through the metering system 207, it is carried by airflowprovided by the fan 205 through the manifold to headers 206, where theproduct is split into several runs and then passes through the groundopener or seeding tool 201 and into the furrow created by the groundopener or seeding tool 201.

The metering system 207 is driven automatically by a variable rate drivemechanism. In the case of a metering wheel 208, the variable rate drivemechanism will rotate the metering wheel 208 at various rates. Manydesigns of variable rate drive mechanisms are known in the art and canbe used in embodiments of the present invention.

The air cart 200 also comprises sensing equipment, including a groundspeed sensor 212 for detection of the ground speed of the air cart 200.Thus, variations in the ground speed of the air cart 200 may be takeninto account when calculating the application rate, so that seeds can bedispensed evenly. The accuracy with which the seeds are distributeddepends on the accuracy of the ground speed sensor 212 as discussedabove.

FIG. 41 is a block diagram of a system in accordance with the presentinvention as it applies to seeders and planters. The microprocessor 211receives signals from the ground speed sensor 212 and the user interface213, such as the desired rate, the implement width and the calibrationvalue. A feedback loop returns to the microprocessor 211 the rotationrate of the metering wheel 208 at any moment (the RPM from themeter/singulator 214 which is comparable to the metering wheel 208).Based on this information, the microprocessor 211 calculates the desiredrate at any moment and commands the metering wheel 208 to rotate at thedesired rate. As previously indicated, the user interface 213 comprisesoperator setting buttons 197.

Planters

Like the air seeders, planters have several tanks for holding seed orfertilizer, and an air distribution system comprising a series of hoses.Product travels through the hoses, entering through a series of inletsinto several chambers for storing the product. In one embodiment, eachchamber has joined to it a fingered singulator disk. Each chamber islocated just above a corresponding ground opener. The singulator diskrotates such that as each finger passes the place where product puddlesinto the chamber, a single seed/fertilizer falls into the finger. Thedisk continues to rotate such that each subsequent finger can pick upproduct. The filled fingers pass a brush that eliminates the chance ofmultiple seeds being in a single finger. The filled fingers pass anotheropening in the disk when the product is dropped onto an elevator openingthat carries the product to the ground opener.

The driving mechanism 192 of the planters can operate in a mode aspreviously discussed. FIG. 41 applies to planters, as well as, seeders.

The driving mechanism 192 of the planter is activated into rotating thesingulator disk 214 at the controlled rate output 370. In this mode, thecontrolled rate output 198 is a function of the operator settings and ofthe detected ground speed.

Sprayers

Referring now to FIG. 42, a basic sprayer is depicted. Generally, asprayer has at least one storage compartment 221 for chemicals. In anembodiment of the invention, the compartment 221 contains a pre-mixedchemical ready for distribution. In an alternative embodiment, thecompartments 221 store only water and, as the water travels through thedistribution lines 223, the water is injected with the correct amount ofchemical. The required gallons/acre ratio is known and programmed into amicroprocessor 211, connected to the user interface 213 in the cab ofthe tractor towing the sprayer. The gallons/acre ratio is dependent uponthe type of crop, the type of chemical, the position in the field, andthe like. A pump 224 pushes the product into the distribution lines 223.As product is pushed into the distribution lines 223, it travels down atthe flow rate necessary to dispense the required gallons/acre out of thenozzle on the spray bar. During this process, the entire systemautomatically remains pressurized at the appropriate level. The flowrate is dependent upon the ground speed of the sprayer.

In FIG. 43, the invention is shown applied to a vehicle speed detectionsystem incorporated in a tracklaying vehicle such as a bulldozer. Thisvehicle speed detection system comprises a Doppler anddisplacement-measuring sensor 226 mounted on a rear part (e.g., ripperframe) of the vehicle body of a bulldozer 225 at a level h. The Dopplerand displacement-measuring sensor 226 transmits an electromagnetic orultrasonic wave beam 228 toward the ground 227 at a specified beamdepression angle θ and receives a reflected wave from the ground 227.The ground speed of the bulldozer 225 is calculated based on thesetransmitted and received waves. The normal variation in the mountingangle is normally around φ=±5 degrees.

Referring now to FIGS. 44A and 44B which illustrate the logic of thecorrection executed in the vehicle speed detection system to eliminatethe influence of the pitching angle of the vehicle.

FIG. 44A shown the relationship between the horizontal speed (v) of thevehicle 225 and the speed of the vehicle 225 in the direction that thewaves are transmitted and is described by v cos(θ). Therefore, therelationship between Doppler shift frequency Δf and the vehicle speed vis described by the following equation (2), which is basically the sameequation as (1).

Δf=2fV cos(θ)/C  (2)

where:

f is transmission frequency, and

C is electromagnetic wave propagation velocity.

In this embodiment, the sensor 226 moves in a curve about the center ofrotation of the vehicle 225 when the vehicle 225 pitches. To this end,the sensor 226 is movably mounted to a frame of the vehicle 225.

The pitching movement rotates the sensor 226 changing its effectivetransmission angle relative to the ground 227. If the angle of thevehicle 225 relative to the ground 227 is known due to pitching, thenthe angle θ can be corrected and the Doppler velocity determined. Thiscan be accomplished using an angular rate sensor as described in U.S.Pat. No. 6,230,107 or by using a tilt sensor such as manufactured byFrederick.

However, an angular rate sensor only measures the change in the pitchangle and therefore it requires that a reference be provided such as bya gravity or tilt sensor, otherwise the results are inaccurate. Evenusing the tilt sensor poses problems as to when the sensor is giving anaccurate reading in the presence of frequent and rapid angular motions.Pitch can also be accurately measured if a two antenna GPS receiver ispresent but then the system begins to get expensive. This is not atotally illogical solution, however, since GPS receivers are rapidlybecoming less expensive as they are put in cell phones to satisfyfederal 911 mandates. Of course, all of these solutions fail if thevehicle is operating on a hill unless an accurate map is available. Whatis desired is the velocity of the vehicle relative to the ground even ifthe ground is sloping.

The present invention solves this problem by measuring both the Dopplervelocity and the distance that the transmitted waves travel to theground 227 and return. By knowing this distance, which is the hypotenuseof the measurement triangle and by knowing the angle that the sensortransmits relative to the vertical axis of the vehicle 225, themeasurement triangle is determined and the pitching angle of the vehicle225 can be determined, assuming that the rear portion of the track orthe rear wheels are touching the ground, and the transmission anglecorrected to give an accurate velocity of the vehicle 225 independentlyof whether the vehicle 225 is traveling on level ground or a hill.

FIG. 44B illustrates the case of a counterclockwise pitch of the vehicleand where the vehicle is traveling up a hill. The distance X to thereflecting ground 227 is measured based on time-of-flight or phaserelationships as discussed above and the measurement triangledetermined. The base altitude of the triangle can be calculated as Xsin(θ) and the altitude as X cos(θ) and then the pitch angle φ fromtan(φ)=(X cos(θ)−h)/X sin(θ). The new transmission angle θ′ then is θ+φ(for angles positive clockwise) permitting a corrected calculation ofthe velocity of the vehicle 225.

In some cases, it is desirable to add a compass such as a fluxgatecompass or a Honeywell HMR3000 magnetic compass manufactured byHoneywell. This addition makes it possible to also accurately know theheading of the agricultural vehicle and can allow some locationinformation of where the vehicle is on the field. This then permitscontrol of product distribution by location on the field in a much lessexpensive, although not as accurate, method as the Beeline systemdiscussed above. The device is not shown in the figures but can be addedas a component on a printed circuit board that contains other relatedcomponents. In some cases, it would be mounted elsewhere to minimize theeffects of metallic parts of the vehicles.

Although pitch has been the main focus herein, a similar system can alsobe used to measure roll of the vehicle if it sends and receivesradiation to the side of the vehicle. When the compass as discussedabove and a dual system as described here is used, all of the angles,pitch, yaw and roll as well as the vehicle displacements (and thusvelocities and accelerations) can be determined and a sort of low costinertial measurement unit has been created.

The speed sensing system or sensors 231 and 232 in accordance with thepresent invention is shown installed on an agricultural vehicle 230 inFIG. 45. The sensors 231 and 232 are installed high on the tractor so asto keep them away from contaminating dirt and other contaminants. Thesensors 231 and 232 include transducers and are built such that theirtransducers emit signals along a respective path 233 and 234 that arenominally each at an angle θ with the ground of approximately 35degrees. The vehicle is moving at a velocity V.

The sensors 231,232 may be installed on a frame of the agriculturalvehicle 230 or on any of the parts of the agricultural vehicle 230 whichmay thus constitute the frame. That is, the agricultural vehicle 230 mayinclude a storage compartment for storing product to be distributed, aconveying or distribution mechanism for dispensing the product to afield and a driving mechanism for conveying the product from the storagecompartment to the distribution mechanism at a controlled rate. Thesensors 231,232 may be mounted on the storage compartment, on thedistribution mechanism and on the driving mechanism so that all of thesecould constitute the frame of the vehicle 230.

FIG. 46 shows a block diagram of an ultrasonic velocity and distance toground sensor 231,232 in accordance with one embodiment of theinvention. The microprocessor or DSP, the processor 235, generates a 40KHz continuous signal (SO) from source 236 that is gated for a burst bygate 237 controlled by the processor 235. The burst is typically 16cycles to allow the transducer 238 to reach full output in amplitude.The output of the gate 237 is fed through a signal splitter 239 to theSend/Receive transducer 238. The echo signal R from the ground isconverted to a voltage by the Send/Receive transducer 238. This R signalis sent to the signal splitter 239 and then to an amplifier 247. Theamplifier 247 drives a mixer 248 which mixes the LO (local oscillator)249. The output of the mixer 248 goes to a 455 KHz intermediatefrequency (IF) amplifier 250. The output of the IF amplifier 250 isconnected to a gated PLL (phase locked loop) 251. This loop 251 is gatedON for lock during the received echo time. The output of the PLL 251contains the IF frequency plus the Doppler frequency and is input to amultiplier 636.

The SO source 236 and the LO 249 are inputs to mixer 252, the referencechannel. The output of mixer 252 drives an IF amplifier 253. The outputof the amplifier 253 is provided to the multiplier 254 so that theoutput of the multiplier 254 is the product of IF1 and IF2. The outputof the multiplier 254 will be the sum and difference of the twofrequencies. The sum is then filtered out and the difference is theDoppler frequency. The Doppler frequency is measured by themicroprocessor or DSP 235 and is scaled to indicate the speed in MPH orother convenient units.

The wheel slip of the tractor can be calculated, if desired, by takingthe difference of the wheel speed and the ground speed by inputting thewheel speed into the to/from external equipment input of themicroprocessor or DSP 235.

The IF amplifiers 250,253 have a narrow bandwidth to filter out noisefrom the echo signal. The IF signal has more cycles than the burst bythe ratio of 455000/40000 or (11.375). This is important so that thereare sufficient cycles for the PLL 251 to lock onto. For a 16 cycle 40KHz burst, the number of cycles for PLL lock is 182 plus the ringingcycles. The PLL 251 filters out and averages the frequency of the echo.The PLL output runs at the frequency of IF1 until the next sample to thePLL 251.

A display 255 is provided coupled to the microprocessor or DSP 235 anddisplays the information obtained from the sensor.

The frequency of 455 KHz was selected because of the many ceramicfilters that are available for this frequency. The IF bandwidth isdetermined by the IF filters 250,253. The drive level for theSend/Receive transducer 238 is high to maintain the best signal to noiseratio. Other frequencies of the IF filters 250,253 can be used inaccordance with the invention.

The circuit can be made very compact by using surface mount components.All of the circuitry except the transducer drive operates at 3.3 volts.

The speed of sound varies significantly with air temperature and to alesser extent with altitude. Compensation for the temperature effect canbe achieved through measuring the ambient temperature via temperaturesensor 256 coupled to the microprocessor or DSP 235 and calculating thevalue of the sound velocity, C, as is well known in the art. Similarly,a barometric sensor can be used to measure the atmospheric pressure andits effect on the speed of sound can also be calculated as is also knownin the art. Alternately, a second ultrasonic transducer can be placedwithin the field of the first transducer but at a known displacement andthe speed of sound can be measured. The measured or calculated value forC would then be used in the calculations of equations (1) or (2).

Thermal gradients caused by the sun heating the ground can also have asignificant effect on the returned waveform. This problem has beensolved and is disclosed in U.S. Pat. No. 6,517,107.

Finally, wind can also affect the system by causing density changes inthe air and diffracting the sound waves in much the same way as thermalgradients. The techniques for solving the thermal gradient problem suchas through the use of a logarithmic compression circuit will alsocorrect for this effect. To the extent that wind shortens the time forthe waves to travel to the ground in one direction, it will lengthenthat time in the other direction and the two effects cancel. A strongside-wind can deflect the path of the sound waves and create anincreased path to and from the ground and thus introduce an error.Normally this is small since the wind velocity is normally smallcompared with the speed of sound. In rare cases where this effect needsto be considered, an anemometer can also be incorporated into thesystem, and coupled to the microprocessor or DSP 235, and the wind speedcan then be used to correct for the path length of the ultrasound waves.

6. Distance Measurement

What follows is a discussion of a particular distance measuring design.FIG. 47 shows a circuit 260 of a distance sensor which is also capableof use in any of the embodiments disclosed herein for determining thedistance between the sensor and an object. For example, with referenceto the embodiments disclosed in FIGS. 37-46, the sensor can be used as adistance-to-ground sensor for determining the distance between themounting location of the sensor and the ground.

The circuit 260 operates on a radar frequency and includes a transmitter261 and a receiver 262. The transmitter 261 includes a 77 GHz IMPATToscillator 263 providing a signal to an amplitude modulator 264. Theamplitude modulator 264 also receives a signal indicative of a selectedrange F1, F2 or F3 and then directs a transmission of a signal at aspecific frequency from a transmitting antenna 265. The receiver 262includes a receiving antenna 266 which receives a signal reflected froman object, wherein it is desired to determine the distance between thesensor (in which the transmitting antenna 265 and the receiving antenna266 are mounted) and the object.

Receiver 262 also includes a mixer 267 provided a signal by a localoscillator 268 which combines the signal from the receiving antenna 266and the local oscillator 268 and feeds the combined signal to an AGC IFamplifier 269. The amplifier 269 amplifies the signal and feeds theamplified signal to a demodulator 270, with a feedback loop being formedto the amplifier 269. Optionally, the receiver 262 can be set up with anAFC loop for auto-tuning purposes. In this case, the frequency drift ofthe IMPATT oscillator 263 will have little or no effect on the operationof the circuit 260.

The signal from the demodulator 270 and the selected frequency range arefed to a phase detector 271 which derives the distance between thesensor in which the circuit 260 is embodied and the object based on thedetected phase difference. From successive distance measurements, thevelocity of the object can be determined.

Advantages of the circuit 260 are that it is a relatively simple circuitwhich can be constructed from readily available electronic components.

7. Summary

7.1 Exterior Monitoring

There has thus been shown and described a monitoring system formonitoring the exterior of the vehicle using an optical system with oneor more CCD or CMOS arrays and other associated equipment which fulfillsall the objects and advantages sought after.

More particularly, described above is a method for determining theidentification and position of objects exterior to a vehicle whichcomprises transmitting optical waves into the space surrounding thevehicle from one or more locations, and comparing the images of theexterior of the vehicle with stored images of objects external to thevehicle to determine which of the stored images match most closely tothe images of such objects such that the identification of the objectsand their position is obtained based on data associated with the storedimages. The optical waves may be transmitted from transmitter/receiverassemblies positioned at one or more locations around the exterior ofthe vehicle such that each assembly is situated where it has a good viewof a particular space near the vehicle. Each assembly may comprise anoptical transmitter (such as an infrared LED, an infrared LED with adiverging lens, a laser with a diverging lens and a scanning laserassembly, an infrared floodlight, or other light source) and an opticalarray (such as a CCD array and a CMOS array). The optical array is thusarranged to obtain the images of the exterior of the vehicle representedby a matrix of pixels. To enhance the method, prior to the comparison ofthe images, the output from each array can be compared with a series ofstored arrays representing different objects using optical correlationtechniques. Preferably, a library of stored images is generated bypositioning an object near the vehicle, transmitting optical wavestoward the object from one or more locations, obtaining images of theexterior of the vehicle, each from a respective location, associatingthe images with the identification and position of the object, andrepeating the positioning step, transmitting step, image obtaining stepand associating step for the same object in different positions and fordifferent objects in different positions. This is similar to thetraining and adaptation process described in U.S. Pat. No. 6,529,809 oninterior monitoring systems.

One of the advantages of the invention is that after the identificationsand positions of the objects are obtained, one or more systems in thevehicle may be affected based on the obtained identification andposition of at least one of the objects. Such systems include a visualand/or audio warning system to alert the driver to the presence,position and/or velocity of objects in the blind spots as well as asystem for adjusting the turning resistance of the steering wheel toprevent movement by the driver into the path of an object. Anothersystem could be associated with the turning indicators to provide analarm if a turning signal is activated when an object is present in theblind spot which would interfere with the intended turn.

The image comparison may entail inputting the images or a part or formthereof into a neural network that provides for each image, an index ofa stored image that most closely matches the inputted image. The indexis thus utilized to locate stored information from the matched imageincluding, inter alia, a locus of the center of the front of the objectand an appropriate icon for display purposes. To this end, a displaycould be provided in the passenger compartment or through the use of aheads-up display to provide a visual overview of the environmentsurrounding the vehicle. The icons could be general icons of objects ingeneral or more specific icons indicative of the type of vehicle, etc.Moreover, the position of the object relative to the vehicle may bedetermined so that an action by the driver of the vehicle that mightresult in an accident is prevented. It is also possible to obtaininformation about the location of the object from the image comparisonand adjust the position of one or more of the rear view mirrors based onthe location of the object. Also, the location of the object may beobtained such that an external light source may be directed toward theobject to permit a better identification thereof.

In addition, the location of the locus of the center of the objectexterior to the vehicle may be monitored by the image comparison and oneor more systems in the vehicle controlled based on changes in thelocation of the locus of the center of the object exterior to thevehicle over time. This monitoring may entail subtracting a mostrecently obtained image, or a part thereof, from an immediatelypreceding image, or a corresponding part thereof, and analyzing aleading edge of changes in the images or deriving a correlation functionwhich correlates the images with the object in an initial position withthe most recently obtained images.

In another method for determining the identification and position ofobjects external to the vehicle in accordance with the invention,optical waves are transmitted into a space near the vehicle from aplurality of locations, a plurality of images of the exterior of thevehicle are obtained, each from a respective location, athree-dimensional map of the exterior of the vehicle is created from theimages, and a pattern recognition technique is applied to the map inorder to determine the identification and position of the objects. Thepattern recognition technique may be a neural network, fuzzy logic or anoptical correlator or combinations thereof. The map may be obtained byutilizing a scanning laser radar system where the laser is operated in apulse mode or continuous modulated mode and determining the distancefrom the object being illuminated using time-of-flight, modulated wavesand phase measurements with or without range gating. (See for example,H. Kage, W. Freemen, Y Miyke, E. Funstsu, K. Tanaka, K. Kyuma“Artificial retina chips as on-chip image processors andgesture-oriented interfaces”, Optical Engineering, December, 1999, Vol.38, Number 12, ISSN 0091-3286.)

In a method for tracking motion of a vehicle in accordance with theinvention disclosed above, optical waves are transmitted toward theobject from at least one location, a first image of a portion of thespace exterior of the vehicle is obtained, the first image beingrepresented by a matrix of pixels, and optical waves are transmittedtoward the object from the same location(s) at a subsequent time and anadditional image of the particular space exterior of the passengercompartment is obtained, the additional image being represented by amatrix of pixels. The additional image is subtracted from the firstimage to determine which pixels have changed in value. A leading edge ofthe changed pixels and a width of a field of the changed pixels isdetermined to thereby determine relative movement of the object from thetime between which the first and additional images were taken. The firstimage is replaced by the additional image and the steps of obtaining anadditional image and subtracting the additional image from the firstimage are repeated such that progressive relative motion of the objectis attained.

Also disclosed above is a method for controlling the steering system ofa vehicle which comprises transmitting optical waves toward an objectlocated in the vicinity of the vehicle, obtaining one or more images ofan exterior space proximate to the vehicle, analyzing each image todetermine the distance between the object and the vehicle, andcontrolling steering system to prevent the operator from causing acollision with the object based on the determined distance between theobject and the vehicle. The image may be analyzed by comparing the imageof a portion of the exterior of the vehicle with stored imagesrepresenting different arrangements of objects in the space proximate tothe vehicle to determine which of the stored images match most closelyto the image of the exterior of the vehicle, each stored image havingassociated data relating to the distance between the object in the imageand the vehicle. The image comparison step may entail inputting theimage or a form or part thereof into a neural network that provides foreach such image, an index of a stored image that most closely matchesthe image of the exterior of the vehicle. In a particularly advantageousembodiment, the size of the object is measured and a vehicle system iscontrolled based on the determined distance between the object and thevehicle and the measured size of the object.

In another method disclosed above for determining the identification andposition of objects proximate to a vehicle, one or more images of theexterior of the space proximate to the vehicle, or part thereof, ofradiation emanating from the objects proximate to the vehicle, and theimages of the radiation emanating from the objects are compared withstored images of radiation emanating from different objects proximate tothe vehicle to determine which of the stored images match most closelyto the images of the exterior objects of the vehicle such that theidentification of the objects and their position is obtained based ondata associated with the stored images. In this embodiment, there is noillumination of the object with optical waves. Nevertheless, the sameprocesses described above may be applied in conjunction with thismethod, e.g., affecting another system based on the position andidentification of the objects, a library of stored images generated,external light source filtering, noise filtering, occupant restraintsystem deployment control and the utilization of size of the object forvehicle system control.

Additionally disclosed above is an arrangement for obtaining informationabout objects in an environment around a vehicle comprises lightemitting means arranged on the vehicle for emitting infrared light intothe environment around the vehicle, receiver means arranged on thevehicle for receiving infrared light from the environment around thevehicle and measurement means coupled to the light emitting means andthe receiver means for measuring time between emission of the infraredlight by the light emitting means and reception of the infrared light bythe receiver means. The measured time correlates to distance between thevehicle and an object from which the infrared light is reflected. Thelight emitting means may comprise an array of laser diodes, a pulsedlaser or a continuous laser beam directing infrared light in a line andmeans for controlling the laser beam to change a direction of theinfrared light such that infrared light traverses a volume of spacealongside the vehicle. In the latter case, the receiver means couldcomprise a single pixel receptor. Otherwise, the receiver means maycomprise a CCD array, a CMOS array, an HDRC camera, a dynamic pixelcamera and an active pixel camera.

A processor or control circuitry is usually coupled to the receivermeans, by the use of wires or even wirelessly, for providing anidentification of the object from which light is reflected. Theprocessor preferably utilizes pattern recognition techniques such as aneural network or even possibly a modular neural network to determinethe distance between the vehicle and the object, the position of theobject and/or the identity of the object from which light is reflected.The processor can be designed to create a three-dimensional map of aportion of the environment surrounding the vehicle based on the receivedoptical waves or energy, and then extract features from thethree-dimensional map. In the latter case, a display is provided in thepassenger compartment visible to a driver of the vehicle for displayingfeatures or representations derived from features extracted from thethree-dimensional map.

As to the position of the light receiving components and associatedreceivers, they may be collocated or spaced apart from one another. Whenused for blind spot detection, they should be positioned around thevehicle to encompass the blind spots of the driver.

A system for controlling a vehicular system based on the presence of anobject in an environment around a vehicle comprises any of the foregoingconstructions of the arrangement for obtaining information about anobject in the environment surrounding the vehicle. A vehicular system isthen adapted to be controlled or adjusted upon the determination of thepresence of an object in the environment around the vehicle. To thisend, a processor is coupled to the arrangement and the vehicular systemfor obtaining the information about the object based at least on theinfrared light received by the receiver means and controlling thevehicular system based on the obtained information. The vehicular systemmay be a display visible to a driver of the vehicle for displayingfeatures or representations derived from features extracted from athree-dimensional map generated by the processor from the optical wavesor energy received by the receiver means. The vehicular system couldalso be a steering wheel having an adjustable turning resistance, whichis adjustable with a view toward avoiding accidents, and an audio alarmand a visual warning viewable by a driver of the vehicle.

A main feature of one embodiment of the invention is the combination ofan optical system with superimposed infrared patterns. In other words,the basic system is a passive optical system. Another feature is the useof a high dynamic range camera that can be used to get the image. Athird feature is to use modulated light or triangulation to determinethe distance to an object in the blind spot. Another feature of theinvention is to interpret and identify the image rather than justoffering it to the driver. Still another feature of the invention is toprovide methods of obtaining three dimensional information about objectsin the vicinity of the vehicle by using modulated illumination and phaseinformation from the reflected light.

This invention is also a system to identify, locate and monitor objectsoutside of a motor vehicle, such as a tractor, bulldozer, automobile ortruck, by illuminating the objects outside of the vehicle withelectromagnetic or ultrasonic radiation, and if electromagnetic,preferably infrared radiation, or using radiation naturally emanatingfrom the object, or reflected from the environment and using one or morehorns, reflectors or lenses to focus images of the contents onto one ormore arrays of charge coupled devices (CCDs) or CMOS arrays, or on asingle detector. Outputs from the CCD or CMOS arrays or other detectormay be analyzed by appropriate computational means employing trainedpattern recognition technologies, to classify, identify and/or locatethe external objects. In general, the information obtained by theidentification and monitoring system may be used to affect the operationof at least one other system in the vehicle.

In some embodiments of the invention, several CCD or CMOS arrays areplaced in such a manner that the position and the motion of an objecttoward the vehicle can be monitored as a transverse motion across thefield of the array. In this manner, the need to measure the distancefrom the array to the object is obviated. In other embodiments, a sourceof infrared light is a pulse modulated laser which permits an accuratemeasurement of the distance to the point of reflection through themeasurement of the time-of-flight of the radiation pulse which may usethe technique of range gating. In still other embodiments, a scanningarray of infrared LEDs are used to illuminate spots on the object insuch a manner that the location of the reflection of the spot in thefield of view provides information as to the location of the objectrelative to the vehicle through triangulation.

In some embodiments, the object being monitored is the ground.

In still other embodiments, a scanning laser diode or equivalent ismodulated and the distance determined by phase measurement with orwithout range gating. The light can also be modulated with more than onefrequency, or with a random, pseudo-random or other code to extend therange without a loss in range accuracy at the expense of slightly morecomplicated electronics and/or software.

In some applications, a trained pattern recognition system, such as aneural network or neural-fuzzy system, is used to identify the object inthe blind spot of the vehicle. In some of these cases, the patternrecognition system determines which of a library of images most closelymatches the object in the blind spot and thereby the location of theobject can be accurately estimated from the matched images and therelative size of the captured image thus removing the requirement forspecial lighting or other distance measuring systems.

When the wave transmitter is arranged to transmit electromagnetic wavesand the wave receiver to receive electromagnetic waves, the processormay be arranged to determine both the distance between a wavetransmission and reception point and the ground based on a phasedifference or time of flight between the transmitted and received wavesand the speed of travel of the vehicle on the ground based on theDoppler velocity. The wave receiver optionally includes a notch filterfor filtering light other than infrared light emitted by the wavetransmitter. Optionally, the wave receiver comprises a light valve.

In another embodiment of the invention, the vehicle comprises a waveemitting mechanism arranged on the vehicle for emitting waves at anangle toward the ground near the vehicle, a receiver mechanism arrangedon the vehicle for receiving waves reflected from the ground near thevehicle, a vehicular system adapted to be controlled or adjusted basedon the velocity of the vehicle relative to the ground, and a processorcoupled to the wave emitting mechanism, the receiver mechanism and thevehicular system for determining the velocity of the vehicle relative tothe ground and the distance to the ground based on the transmission ofwaves by the wave emitting mechanism and reception of waves by thereceiver mechanism. The processor uses the determined distance tocorrect the determined velocity of the vehicle relative to the groundand controlling the vehicular system based on the corrected velocity.The waves are transmitted by the wave emitting mechanism in pulses ormodulated such that the processor is able to determine the distancebetween a wave-transmission and reception point and the ground and thevelocity of the vehicle based on analysis of the waves transmitted bythe wave emitting mechanism and the waves received by the wave receivermechanism. The same features described for the vehicle above may be usedin this embodiment as well.

These objects of the invention can be achieved by a ground speeddetection system incorporating a Doppler sensor according to one aspectof the invention.

7.2 Anticipatory Sensors

In general terms, disclosed above is an inflator system for inflating anairbag which comprises gas inflow means for inflating the airbag withgas, a vent (if present) for controlling removal of gas from the airbag,a first anticipatory crash sensor for determining that a crash requiringdeployment of the airbag will occur based on data obtained prior to thecrash and, upon the making of such a determination, directing the gasinflow means to inflate the airbag, and a second crash sensor fordetermining that a crash requiring deployment of the airbag will occuror is occurring and, upon the making of such a determination,controlling the vent to enable the removal of gas from the airbagwhereby the pressure in the airbag is changed by the removal of gastherefrom enabled by the vent.

The gas inflow means may be in the form of an inflator, which can be anaspirated inflator, which is activated to produce gas and release thegas through conduits into the interior of the airbag. The gas inflowmeans can also be in the form of a tank of pressurized gas and a valvein a conduit leading from the tank to the interior of the airbag wherebyopening of the valve causes flow of gas from the tank into the airbag.Any other type of structure or method which serves to cause accumulationof gas in the interior of the airbag can also be used as gas inflowmeans in accordance with the invention. The gas inflow means can alsoconstitute multiple inflators which are independently activated basedon, the severity of the anticipated crash. In this case, one inflatorwould be activated for a minor or average crash whereas for a moresevere crash, two or more inflators would be activated therebyincreasing the flow of gas into the airbag and the inflation rate and/orpressure therein. Each inflator could be controlled by the same or adifferent crash sensor.

The vent may be in the form of a variable outflow port or vent integralwith the airbag, e.g., a flap built in an exterior surface of the airbagand providing a regulatable conduit between the interior of the airbagand exterior of the airbag (regulatable both with respect to the amountof gas flowing therethrough and/or the rate of gas flowingtherethrough). The vent may also be in the form of a conduit leadingfrom the interior of the airbag to the exterior of the airbag and havinga regulatable valve in the conduit whereby regulated opening of thevalve causes removal of gas from the interior of the airbag. In somecases, notably most curtain airbags, a vent is not used and in othersthe gas from the airbag is vented back through the inflator assembly.

The airbag may be, but is not required to be, a side airbag arranged toinflate between the occupant and the side door. Regardless of thedirection of the crash which will causes deployment of the airbag, it isbeneficial to provide some form of occupant displacement permittingmeans arranged in connection with the seat for permitting the occupantto be displaced away from the airbag mounting surface upon inflation ofthe airbag and thereby increase the space between the occupant and theairbag mounting surface. Thus, if the airbag is a side airbag mounted inthe side door, it is beneficial to enable displacement of the occupantaway from the side door. Such occupant displacement permitting orenabling means may be in the form of some structure which introducesslack into the seatbelt in conjunction with the deployment of the airbagor a mechanism by which the seat can be moved or is actually moved awayfrom the side door, e.g., tilted inward.

The airbag can also be arranged to inflate to protect a rear-seatedoccupant and to this end, would be arranged in a back portion of theseat, attached to the back portion of the seat and/or integral with theback portion of the seat. It can also be inflated to protect occupantsfrom striking each other by deploying the airbag between adjacent seats.

For any positioning and use, the airbag can be arranged in a housing ofan airbag module. The airbag module could extend substantially along avertical length of the back portion of the seat for a side airbag.

Another embodiment of the inflator system comprises inflator means forreleasing a gas into the at least one airbag, a first anticipatory crashsensor for determining that a crash requiring deployment of the airbagwill occur based on data obtained prior to the crash and, upon themaking of such a determination, triggering the inflator means to releasegas into the airbag, and a second crash sensor for determining that acrash requiring deployment of the airbag will occur or is occurring and,upon the making of such a determination, changing the rate at which gasaccumulates in the airbag. To this end, the second crash sensor isstructured and arranged to control outflow of gas from the airbag.Outflow of gas from the airbag may be controlled via a variable outflowport.

A method for inflating an airbag comprises making a first determinationby means of an anticipatory crash sensor that a crash requiringdeployment of the airbag will occur based on data obtained prior to thecrash and, upon the making of such a determination, inflating theairbag, and making a second, separate determination by means of a secondcrash sensor that a crash requiring deployment of the airbag will occuror is occurring and, upon the making of such a determination, changingthe rate at which gas accumulates in the airbag. The rate at which gasaccumulates in the airbag may be changed by enabling and regulatingoutflow of gas from the airbag.

In accordance with another embodiment of the invention, a vehiclecomprises one or more inflatable airbags deployable outside of thevehicle, an anticipatory sensor system for assessing the probableseverity of an impact involving the vehicle based on data obtained priorto the impact and initiating inflation of the airbag(s) in the event animpact above a threshold severity is assessed, and an inflator coupledto the anticipatory sensor system and the airbag for inflating theairbag when initiated by the anticipatory sensor system. The airbag maybe housed in a module mounted along a side of the vehicle, in a sidedoor of the vehicle, at a front of the vehicle or at a rear of thevehicle.

The anticipatory sensor system may comprise at least one receiver forreceiving waves or energy and a pattern recognition system, e.g., datastorage medium embodying a pattern recognition algorithm or neuralnetwork, for analyzing the received waves or energy or datarepresentative of the received waves or energy to assess the probableseverity of the impact. The pattern recognition system may also bedesigned to identify an object from which the waves or energy have beenemitted or generated, in which case, the assessment of the probableseverity of the impact is at least partially based on the identificationof the object. The pattern recognition system can also be designed todetermine at least one property of an object from which the waves orenergy have been emitted or generated, in which case, the assessment ofthe probable severity of the impact is at least partially based on thedetermined at least one property of the object.

Also disclosed herein is an airbag passive restraint system forprotecting an occupant adjacent the door in a side impact whichcomprises an airbag arranged to inflate between the door and theoccupant and a side impact anticipatory sensor for determining that anaccident requiring deployment of the airbag is about to occur prior tothe accident. The sensor is arranged to receive waves generated by,modified by or reflected from an object about to impact the vehicleresulting in the accident and comprises identifying and determiningmeans for identifying the object based on a pattern of the receivedwaves and determining whether the identified object will cause anaccident requiring deployment of the airbag. The system also includes aninflator coupled to the sensor for inflating the airbag if the sensordetermines that an accident requiring deployment of the airbag is aboutto occur. The identifying and determining means may comprise a neuralnetwork trained on data of possible patterns of received waves inconjunction with an identification of the object the received waves havebeen generated by, modified by or reflected from. In the alternative,the identifying and determining means may comprise a fuzzy logicalgorithm or a rule based pattern recognition algorithm. The sensor maybe arranged to receive electromagnetic waves or acoustic waves.

Another disclosed embodiment of a system for triggering deployment of anairbag passive restraint system in anticipation of an accident betweenthe vehicle and an object approaching the vehicle comprises transmittermeans arranged on the vehicle for sending waves toward the object,receiver means arranged on the vehicle for receiving modified orreflected waves from the object and producing a signal representative ofthe waves, identifying and determining means for identifying the objectbased on a pattern of the received waves and determining whether theidentified object will cause an accident requiring deployment of thepassive restraint system and triggering means responsive to theidentifying and determining for initiating deployment of the passiverestraint system if the identifying and determining means determinesthat an accident requiring deployment of the passive restraint system isabout to occur. The transmitter means may be arranged to transmitelectromagnetic waves, such as radar waves, or ultrasonic waves. Theidentifying and determining means may comprise a neural network trainedon data of possible patterns of received waves in conjunction with anidentification of the object the received waves have been modified by orreflected from, a fuzzy logic algorithm or a rule based patternrecognition algorithm. The transmitter means may also comprise a lasertransmitter and the receiver means comprise a charge coupled device orCMOS sensing array.

Still another disclosed embodiment of a system for triggering deploymentof an airbag passive restraint system in anticipation of an accidentbetween the vehicle and an object approaching the vehicle comprisesreceiver means for receiving electromagnetic waves generated, reflectedor modified by the object, identifying and determining means foridentifying the object based on a pattern of the received waves anddetermining whether the identified object will cause an accidentrequiring deployment of the passive restraint system and triggeringmeans responsive to the identifying and determining means for initiatingdeployment of the passive restraint system if the identifying anddetermining means determines that an accident requiring deployment ofthe passive restraint system is about to occur. The receiver means maybe arranged to receive light waves or infrared waves. As in theembodiments discussed above, the identifying and determining means maycomprise a neural network trained on data of possible patterns ofreceived waves in conjunction with an identification of the object thereceived waves have been generated, reflected or modified by, a fuzzylogic algorithm or a rule based pattern recognition algorithm. Thereceiver means may comprise a charge-coupled device or CMOS sensingarray.

Also disclosed is a method for controlling deployment of a passiverestraint system in anticipation of an accident with an approachingobject which comprises mounting at least one receiver on the vehicle toreceive waves generated by, modified by or reflected from an objectexterior of the vehicle, conducting training identification tests on aplurality of different classes of objects likely to be involved in avehicular accident, each of the tests comprising receiving wavesgenerated by, modified by or reflected from the object by means of thereceiver(s) and associating an object class with data from each test,and generating an algorithm from the training test results, associatedobject classes and an indication as to whether deployment of the passiverestraint system is necessary such that the algorithm is able to processinformation from the received waves from the receiver(s), identify theclass of the object and determine whether deployment of the passiverestraint system is necessary. During operational use, a plurality ofwaves generated by, modified by or reflected off an object exterior ofthe vehicle are received by means of the receiver(s) and the algorithmis applied using the received waves as input to identify the objectexterior of the vehicle and determine whether deployment of the passiverestraint system is necessary. At least one transmitter may be mountedon the vehicle to transmit waves toward the object exterior of thevehicle such that the waves are reflected off or modified by the objectexterior of the vehicle and received by the receiver(s).

In some implementations, the sensor system may include a variableinflation rate inflator system for inflating the airbag(s). Such aninflator system comprises inflator means for releasing a gas into theairbag(s), a first anticipatory crash sensor for determining that acrash requiring an airbag will occur based on data obtained prior to thecrash and, upon the making of such a determination, triggering theinflator means to release gas into the airbag(s) to thereby inflate thesame at a first inflation rate, a second crash sensor for determiningthat a crash requiring an airbag will occur or is occurring and, uponthe making of such a determination, affecting the inflator means suchthat an additional quantity of gas is released thereby into theairbag(s) to thereby inflate the same at a second inflation rate greaterthan the first inflation rate. The inflator means may comprise first andsecond inflators structured and arranged to produce gas and direct thegas into the airbag(s) and which are independent of one another suchthat the first inflator may be triggered by the first anticipatorysensor without triggering of the second inflator and the second inflatormay be triggered by the second crash sensor without triggering of thefirst inflator.

In conjunction with the variable inflation rate inflator systemdescribed above, a method for providing a variable inflation rate of theairbag(s) is also envisioned. Such a method would entail determiningthat a crash requiring an airbag will occur based on data obtained priorto the crash, e.g., by an anticipatory sensor, and upon the making ofsuch a determination, triggering an inflator to release gas into theairbag(s) to thereby inflate the same at a first inflation rate,determining in another manner that a crash requiring an airbag willoccur or is occurring and, upon the making of such a determination,affecting the inflator such that an additional quantity of gas isreleased thereby into the airbag(s) to thereby inflate the same at asecond inflation rate greater than the first inflation rate. Thus, theairbag is inflated either at the first inflation rate, i.e., if theconditions do not warrant a more powerful inflation, or the second,higher inflation rate, i.e., if the conditions warrant an inflation ofthe airbags as rapidly as possible. The inflator may comprise a firstand second inflator each of which produces gas and directs the gas intothe airbag(s) and which are independent of one another such that thefirst inflator may be triggered by the initial determination of a crashrequiring the airbag deployment without triggering of the secondinflator and the second inflator may be triggered by the subsequentdetermination of a crash requiring airbag deployment without triggeringof the first inflator.

Furthermore, the anticipatory sensor system described above may be usedin conjunction with an airbag passive restraint system for protecting anoccupant sitting in the seat adjacent the side door. Such a restraintsystem may comprise one or more airbag(s) arranged to be inflatedbetween the occupant and the side door, sensor means for detecting thata crash requiring deployment of the airbag(s) is required, inflatormeans for releasing a gas into the airbag(s) to inflate the same andwhich are coupled to the sensor means and triggered thereby to releasegas into the airbag(s) in response to the detection by the sensor meansof a crash requiring deployment of the airbag(s), a seatbelt coupled tothe seat for restraining the occupant on the seat and occupantdisplacement permitting means arranged in connection with the seat forpermitting the occupant to be displaced away from the side door uponinflation of the airbag(s) and thereby increase the space between theoccupant and the side door.

The occupant displacement permitting means may take a number ofdifferent forms all of which serve to enable the occupant to bedisplaced away from the side door, and if applied in conjunction with anairbag inflating between the side door and the occupant, the inflatingairbag may provide a force which serves to actually displace theoccupant away from the side door. One embodiment of the occupantdisplacement permitting means comprises slack introduction meansarranged in connection with the seatbelt for introducing a controlledamount of slack into the seatbelt. Alternatively, the occupantdisplacement permitting means comprise means for changing an anchoragepoint of the seatbelt from a first anchorage point to a second anchoragepoint upon inflation of the airbag, both of which may be arranged on aside of the seat away from the side door. The second anchorage point ispermanently fixed to the vehicle whereas the first anchorage point isdefined by a strip permanently fixed to the vehicle, a first member isconnected thereto, and a second member has a first position connected tothe first member in which the seatbelt is retained at the firstanchorage point and a second position apart from the first member inwhich the seatbelt is not retained at the first anchorage point.Separation means, such an explosive bolt assembly, are coupled to thesensor and move the second member from the first position to the secondposition so that the seatbelt is no longer retained at the firstanchorage point and the displacement of the occupant is not hindered bythe seatbelt.

In another embodiment, the system includes mounting means for mountingthe airbag adjacent the occupant and the sensor is an anticipatorysensor structured and arranged to detect that a crash requiringdeployment of the airbag is required based on data obtained prior to thecrash such that the inflator means are triggered to release gas into theairbag prior to the start of the crash. In this case, the occupantdisplacement permitting means are optionally operatively associated withthe anticipatory sensor and the seat to increase the space between theoccupant and the side door upon inflation of the airbag. The occupantdisplacement permitting means may comprise means for laterallydisplacing the seat away from the side door such as one or more railmechanisms, each including a first member having a guide channelarranged in connection with the seat or the vehicle and a second memberpositioned for movement in the guide channel arranged in the other ofthe seat and the vehicle. Alternatively, the occupant displacementpermitting means comprise means for rotating the seat about the vehicleroll axis, possibly also by rail mechanisms, means for rotating the seatabout the vehicle yaw axis or means for lifting the seat vertically. Theseat lifting means may comprise a first plate attached to the seat, asecond plate attached to the vehicle and hingedly attached to the firstplate, and a clamp for releasably retaining the first plate inconnection with the second plate.

Any of the airbag passive restraint systems described herein may be usedin conjunction with the variable inflation rate inflator systemdescribed above, or with aspirated inflators, and may be used inconjunction with one another to optimize protection for the occupant.

In conjunction with the airbag passive restraint system for protectingan occupant sitting in the seat adjacent the side door described above,the present invention also envisions a method for protecting such anoccupant. Such a method would include detecting that a crash requiringdeployment of one or more airbags is required, if so, releasing a gasinto the airbag(s) to inflate the same and then in before, during orafter the gas is released into the airbag, causing the occupant to bedisplaced away from the side door upon inflation of the airbag(s) tothereby increase the space between the occupant and the side door. Themanner in which the occupant is caused to be displaced away from theside door may take any of the forms described herein as well as theirequivalents.

Other methods for protecting an adjacent occupant in a side impactwithin the scope of the invention includes mounting an airbag modulecomprising a housing and an inflatable airbag arranged within thehousing in combination with a seat back, detecting that a side impactrequiring deployment of the airbag is required based on data obtainedprior to the crash, e.g., by an anticipatory sensor, and then inflatingthe airbag in the event a side impact requiring deployment of the airbagis detected prior to the start of the impact.

Another possible method entails the use of an externally deployableairbag system for protecting the occupant in a side impact with animpacting object. This method would include determining that a sideimpact requiring deployment of an airbag outside of the vehicle betweenthe side of the vehicle and the impacting object is required based ondata obtained prior to the crash, and then inflating the airbag in theevent a side impact requiring deployment of the airbag is detected.

Some embodiments of inventions disclosed above comprises an anticipatorycrash sensor arrangement which provides information about an object suchas a vehicle about to impact the resident vehicle, i.e., the vehicle inwhich the anticipatory crash sensor arrangement is situated, and causesinflation of one or more airbags. For example, internal and/or externalairbags might be deployed. One particular embodiment comprises ananticipatory sensor system which uses (i) a source of radiant energyeither originating from or reflected off of an object or vehicle whichis about to impact the side of a target vehicle, plus (ii) a patternrecognition system to analyze the radiant energy coming from thesoon-to-be impacting object or vehicle to (iii) assess the probableseverity of a pending accident and (iv) if appropriate, inflate anairbag prior to the impact so as to displace the occupant away from thepath of the impacting object or vehicle to create space required tocushion the occupant from an impact with the vehicle interior. Insteadof or in addition to inflation of an airbag in the interior of thevehicle, an airbag may be inflated exterior of the vehicle to resist theforce of the colliding object and thereby reduce the severity of thecollision.

Although a primary area of application of some embodiments of inventionsdisclosed herein is for protection in side impacts, embodiments of theinvention also provide added protection in frontal impacts by reducingthe incidence of injury to out-of-position occupants by permitting aslower inflation of the airbag and displacing the occupant away from theairbag prior to the impact. Additionally, it can provide addedprotection in rear impacts by reducing the incidence of injury caused byimpacts of the occupant's head with the headrest by pre-positioning theheadrest adjacent the head of the occupant based on an anticipatory rearimpact sensor.

In a combined airbag inflation and occupant displacement enabling systemdisclosed above, a seat is movably attached to a floor pan of thevehicle for supporting an occupant, at least one airbag is arranged tobe inflated to protect the occupant during a crash, an inflator orplurality of inflators is/are arranged to inflate the airbag(s), and ananticipatory sensor is coupled to the sensor and the inflator anddetermines that a crash will occur based on data obtained prior to thecrash. In this case, the inflator(s) is/are triggered by theanticipatory sensor to inflate the airbag(s). An occupant displacementsystem is coupled to the anticipatory sensor for displacing or enablingdisplacement of the occupant based on the determination of the impendingcrash by the anticipatory sensor. The occupant displacement system canbe a system for introducing slack into the seatbelt prior to the impactto allow the occupant to move upon impact. The occupant displacementsystem can also be one or more positioning airbags, which are inflatedprior to the crash to move or position a part of the occupant so thatthe occupant is in a better or correct position for deployment of a mainprotective airbag.

Instead of an anticipatory sensor, a crash sensor based on accelerationor crush or another property of the vehicle can be used. In this case,the crash sensor would determine that a crash is occurring requiringdeployment of the airbag(s) after the crash has begun. Nevertheless, theseat can be designed to move automatically in order to optimize andmaximize the deployment of the airbag(s) upon determination of a crashregardless of the manner in which the crash is determined.

Another crash sensor arrangement may be resident on the vehicle andprovides information about the impact which may be used to adjust thepressure in the airbag based on the information about the impact, if anysuch adjustment is determined to be required. Adjustment of the pressuremay entail increasing the pressure in the airbag by, directingadditional gas into the airbag(s), or releasing a control amount and/orflow of gas from the airbag(s).

Note as stated at the beginning this application is one in a series ofapplications covering safety and other systems for vehicles and otheruses. The disclosure herein goes beyond that needed to support theclaims of the particular invention that is being claimed herein. This isnot to be construed that the inventors are thereby releasing theunclaimed disclosure and subject matter into the public domain. Rather,it is intended that patent applications have been or will be filed tocover all of the subject matter disclosed above.

The inventions described above are, of course, susceptible to manyvariations, combinations of disclosed components, modifications andchanges, all of which are within the skill of those practicing the art.It should be understood that all such variations, modifications andchanges are within the spirit and scope of the inventions and of theappended claims. Similarly, it will be understood that applicants intendto cover and claim all changes, modifications and variations of theexamples of the preferred embodiments of the invention herein disclosedfor the purpose of illustration which do not constitute departures fromthe spirit and scope of the present invention as claimed.

Although several preferred embodiments are illustrated and describedabove, there are possible combinations using other geometries, sensors,materials and different dimensions for the components that perform thesame functions. This invention is not limited to the above embodimentsand should be determined by the following claims.

1. A motor vehicle, comprising: at least one inflatable airbagdeployable outside of the vehicle; an anticipatory sensor system fordetermining that an impact involving the vehicle is about to occur basedon data obtained prior to the impact and determining whether the impactrequires deployment of at least one of said at least one airbag, saidanticipatory sensor system being arranged to determine which of said atleast one airbag is to be deployed to provide for protection of anyoccupants of the vehicle; and an inflator system coupled to saidanticipatory sensor system and said at least one airbag for inflatingsaid at least one airbag in response to the determinations by saidanticipatory sensor system that an impact involving the vehicle is aboutto occur and that the impact requires deployment of said at least oneairbag.
 2. The vehicle of claim 1, wherein said anticipatory sensorsystem is arranged to assess the probable severity of an impactinvolving the vehicle based on data obtained prior to the impact andinitiating inflation of said at least one airbag in the event an impactabove a threshold severity is assessed.
 3. The vehicle of claim 2,wherein said anticipatory sensor system comprises at least one receiverfor receiving waves or energy and pattern recognition means foranalyzing the received waves or energy or data representative of thereceived waves or energy to assess the probable severity of the impact,said pattern recognition means being arranged to ascertain the identityof an object from which the waves or energy have been emitted, reflectedor generated, the assessment of the probable severity of the impactbeing at least partially based on the identification of the object, saidpattern recognition means comprising a processor embodying a patternrecognition algorithm trained to provide an output of one of a number ofpre-determined identities of the object.
 4. The vehicle of claim 3,wherein said pattern recognition means are further arranged to determineat least one property of the object from which the waves or energy havebeen emitted, reflected or generated, the assessment of the probableseverity of the impact being at least partially based on the determinedat least one property of the object.
 5. The vehicle of claim 4, whereinthe at least one property is the size of the object.
 6. The vehicle ofclaim 3, wherein said anticipatory sensor system further comprises atransmitter for transmitting waves away from the vehicle, said at leastone receiver receiving waves transmitted by said transmitter which havebeen reflected from objects exterior of the vehicle, the received wavesbeing analyzed to enable assessment of the probable severity of theimpact.
 7. The vehicle of claim 3, wherein when said pattern recognitionmeans ascertains the identity of the object as being a pedestrian, saidanticipatory sensor system is arranged to assess the probable severityof an impact between the pedestrian and the vehicle based on dataobtained prior to the impact, said airbag being deployable to cushionimpact of the pedestrian against the vehicle.
 8. The vehicle of claim 1,wherein the vehicle has a front, a rear, a left side and a right side,further comprising an airbag module for housing said at least oneairbag, said airbag module being mounted along one of the right and leftsides of the vehicle.
 9. The vehicle of claim 1, further comprising anairbag module for housing said at least one airbag, said airbag modulebeing mounted in a side door of the vehicle.
 10. The vehicle of claim 1,further comprising an airbag module for housing said at least oneairbag, said airbag module being mounted at a front of the vehicle foruse in frontal impact protection.
 11. The vehicle of claim 1, furthercomprising an airbag module for housing said at least one airbag, saidairbag module being mounted at a rear of the vehicle for use in rearimpact protection.
 12. The vehicle of claim 1, further comprising: anadditional, internally deployable airbag, said anticipatory sensorsystem being arranged to initiate inflation of said additional airbag inthe event an impact above a threshold severity is assessed; and anadditional inflator coupled to said anticipatory sensor system and saidadditional airbag for inflating said additional airbag when initiated bysaid anticipatory sensor system.
 13. The vehicle of claim 1, whereinsaid anticipatory sensor system comprises at least one receiver forreceiving waves or energy and pattern recognition means for analyzingthe received waves or energy or data representative of the receivedwaves or energy to determine that an impact is about to occur and todetermine whether the impact requires deployment of said airbag, saidpattern recognition means being arranged to ascertain the identity of anobject from which the waves or energy have been emitted, reflected orgenerated, the determination whether the impact requires deployment ofsaid airbag being at least partially based on the identification of theobject, said pattern recognition means comprising a processor embodyinga pattern recognition algorithm trained to provide an output of one of anumber of pre-determined identities of the object.
 14. A method forprotecting an occupant of a vehicle during an impact between the vehicleand an object, comprising: arranging at least one airbag on the vehiclefor deployment outside of the vehicle; detecting an impending impactbetween the vehicle and the object prior to the impact; determining theprobable severity of the impending impact prior to the impact; anddetermining which of the at least one airbag is to be deployed toprovide for protection of any occupants of the vehicle prior to theimpact and then inflating the airbag exterior of the vehicle between thevehicle and the object prior to impact in the event the impending impactis determined to be above a threshold severity.
 15. The method of claim14, wherein the step of determining the probable severity of the impactcomprises receiving waves or energy from the object and ascertaining theidentity of the object based on the received waves or energy byinputting the received waves or energy or data representative of thereceived waves or energy into a pattern recognition algorithm whichascertains the identity of the object based thereon, the patternrecognition algorithm being trained to provide an output of one of anumber of pre-determined identities of the object.
 16. The method ofclaim 15, wherein the step of determining the probable severity of theimpact further comprises determining at least one property of the objectbased on the received waves or energy.
 17. The method of claim 16,wherein the at least one property is the size of the object.
 18. Themethod of claim 14, wherein the vehicle has a front, a rear, a left sideand a right side, further comprising housing the at least one airbagalong one of the right and left sides of the vehicle.
 19. The method ofclaim 14, further comprising housing each of the at least one airbag ina side door of the vehicle, at a front of the vehicle or at a rear ofthe vehicle.
 20. The method of claim 14, wherein the step of detectingan impending impact comprises transmitting waves away from the vehicle,receiving the transmitted waves after the waves have been reflected fromthe object and analyzing the received waves.